Aircraft with a plurality of propellers, a pipe structure for thereon holdable wings for vertical take off and landing

ABSTRACT

An aircraft has a pair of wing portions with propellers of a propeller pair which are driven and synchronized by a fluid transmission between the power plant and the propellers. A fluid line structure keeps most components of the craft together and consists preferredly of three pipes which are also utilized to carry the driving fluid to and from the motors, to hold the motors and to hold the wings. The take over of a plurality of functions by the interior pipe structure reduces weight and secures safe and economic operation of the craft. 
     The pipe structure can be pivoted in respective bearings to effect the pivotal movement of the propellers and wing portions for either vertical take off and landing or horizontal flight. The pipe structure is built by pipes without bends in order to make the cleaning of the interiors of the pipes from dirt and remainders of weldings possible. Ribs and holding portions are provided on the structure for assembly and/or disassembly of the wing portions to the pipe structure.

REFERENCE TO RELATED APPLICATIONS

This is a continuation-in-part of my application 973,780, abandoned,filed Dec. 27, 1978 as a continuation-in-part application of that timeSer. No. 760,006, now abandoned and which was filed on Jan. 17, 1977 asa continuation-in-part application of my still earlier patentapplication Ser. No. 487,272, filed on July 10, 1974 and resulted inU.S. Pat. No. 4,009,849 issued on Mar. 1, 1977. The mentionedapplication Ser. No. 487,272 was a continuation-in-part application ofmy still earlier patent application Ser. No. 104,676, which was filed onMar. 8, 1971 and which is now U.S. Pat. No. 3,823,898.

The mentioned application Ser. No. 104,676 was a continuation-in-partapplication of my still earlier application Ser. No. 782,349 which wasfiled on Dec. 9, 1968 and which is now abandoned while application Ser.No. 782,349 was a continuation-in-part application of my earlierapplication Ser. No. 551,023 which was filed on May 18, 1966 and whichis now also abandoned while the mentioned application Ser. No. 551,023was a continuation-in-part application of my still earlier applicationSer. No. 328,395 which was filed on Dec. 5, 1963 and issued as U.S. Pat.No. 3,320,898 on May 23, 1967. Benefits of the above mentionedapplications are claimed for the present application.

This application is also a continuation-in-part application of myapplication Ser. No. 828,115 which was filed on Feb. 10, 1986 and whichhas additional fore runners. Benefit of application Ser. No. 828,115 andits forerunners which are mentioned in said application, is also claimedfor the present application.

BACKGROUND OF THE INVENTION

(a) Field of the Invention

This application relates to aircraft or vertically and horizontallyflying aircraft, which are droven by propellers, which in turn aredriven by hydraulic or other fluid motors. The invention relates furtherto such aircraft which have at least two pairs of tiltable or pivotablewing. In such craft each pair of wings consists of a left side and aright side wing portion. Each wing-portion has at least one propellerwhich is pivoted together with the wing. In substantial verticalpropeller axes and wing-position, the craft can vertically or almostvertically take off and land. At substantially horizontal propeller axesand wing-position the aircraft can fly on wings forwardly. Theheretofore known fields of inventions did however never propose anaircraft of the present type.

(b) Description of the Prior Art

Horizontally moving propellerdriven vehicle or aircraft are derivedpartially from the applications whereof the present application is arespective continuation or divisional application. For example, they areshown in my U.S. Pat. Nos. 3,790,105; 3,823,898; 9,983,833 or 4,126,522.Other air-borne vehicles, for example those, where hydraulic fluidmotors are driving propellers which may be fastened on pipes, are forexample, my U.S. Pat. Nos. 3,211,399; 3,253,806, 3,345,016; 3,497,162 or3,614,029. My newest aircraft U.S. Pat. No. 4,136,845 whereof thepriority is claimed too, discloses retractable propellers in the wings.All these heretofore mentioned patents have hydraulic drives for thepropellers.

Differently therefrom there have been attempts to develop verticallytake of and landing aircraft with pivotable wings, wherein thepropellers are driven by engines directly or by mechanical transmissionswhich are extended from the engine(s) in the body through the respectivewing portion to the propellers.

VTOL=vertically taking off and landing aircraft, as far as the enginesto drive the propellers are fastened to the respective wing or portionof the wing have been build and published reports about theircapabilities exist. At least one type is build by a commercial aircraftcompany and the airforce has successfully build and let be publishedreports about heavy types of such propeller driven VTOL aircraft. TheJet-engine driven VTOL fighter planes are not related to the presentinvention, because they are not propeller-driven.

More closer related to the present invention, than the aircraft withengines mounted on the wings, are those, where one or more engine(s) is(are) mounted in the body of the aircraft and mechanic transmissionmeans are extended from the respective engine in the body to thepropeller(s) on the wings. The most closely related aircraft of the lastmentioned types are for example shown in the following patents:

U.S. Pat. No. 3,181,810-OLSON, whereof also a Canadian patent exists,shows two pairs of wing portions which each have a propeller. Pluralengines are mounted in the body and drive a transmissin means in common,which is a mechanical transmission. The mechanic transmission extendsfrom the engines through a portion of the body and through portions ofthe wings to the propellers to drive them. While the patent describesthe arrangement in great detail, it also discloses, that a great numberof parts are required, which together make a very heavy weight. Thewings are needing additional structures and bearings must be providedfor the propellers to hold them. The patent fails to give an overallweight-lift balance of the craft. It can not be seen, how much the craftwould be able to lift after it has to carry all the many heavy parts ofthe transmission, wing structure and propeller shaft bearings.

U.S. Pat. No. 2,708,081-DOBSON shows an aircraft with each one wingportion extending to the right and left of the body. The wings arehowever borne on on pipes which are inside of each other and the driveshaft is full and inside of the inner pipe. The pipes, which bear thewings are borne in separated bearings on each side of the body of thecraft. The there disclosed pipes must be either of big diameter to beable to carry the load of the wings and the thrusts of the propellers,which would require heavy weight of the pipes. Or there would have to beadditional structures of heavy weight to make the wings stable. Inaddition the bearing capacity of the single bearings for each sidewardly extending wing-pipe set can be only limited. The craft inaddition needs still too many heavy parts to become economical and thepatent fails also, in the same way, as Olson, to disclose an overalllift-weight balance.

U.S. Pat. No. 1,726,062 of GILMAN shows an air ship which has accessorywings which carry engines which drive propellers. The four wing portionswith the propellers are pivotable in the body of the air ship wherebythe wing portions can help the ship to ascend almost vertically and toland vertically. A specific feature of this air ship is that thepropellers can by pivoted so far that the propellers can tract the shipdownwards for a landing whereby the towing of the ship by ropes, as wascommonly required for handling of the ship on the air port, caa becomeeliminated.

U.S. Pat. No. 3,166,271 of ZUCK shows propellers of a diameter whichcorresponds to the length of the wing whereby the propeller forces astream of air over almost the entire wing to eliminate stalling or toreduce the danger of stalling of the wing.

U.S. Pat. No. 2,514,822 of WOLFE teaches a helicopter which has threepropellers which are driven by hydraulic motors. A single flow pumpsends a flow of hydraulic fluid to a controller which has a handle to beoperated by the pilot. The handle opens and closes partially an orificearrangements which controls the rate of portion of flow to therespective propeller. Since there are no plural flows of equal rate offlow produced by the pump, the craft can not hold itself stabile in theair and has to be controlled by the pilot every moment.

U.S. Pat. No. 1,351,821 of WILKINSON shows a helicopter with four rotorsmounted on an upper structure which can be inclined relative to thebottom portion of the craft.

U.S. Pat. No. 1,974,961 of JOHNSON shows a low pressure pump of lowefficiency with big losses on a control face portion of big diameter,however, the pump can deliver four flows of low pressure hydraulic fluidand with equal rate of flow in all four flows.

U.S. Pat. No. 2,514,639 of HAAK teaches an aircraft with titable wings,wherein fluid lines are located in the wing and can be fastened to thewing. The fluid lines are together with the respective portions of thewings pivotable in bearings in the body of the craft. While this patenton first glimps makes a good impression, a deeper study, however, bringsto light that the patent teaches a false conception. Because it flapsvanes in response to air pulses which are produced in a compressor whichruns with a sin function similar to that of a connecting rod of acrankshaft. The rear- and fore- directed portions of the swings of thevanes then nullify each other to zero. The vanes do not supply lift orthrust to the craft. Further, the fluid lines are much too heavy becausethe alternating compressed air currents require big wall thicknesses ofthe fluid lines and the long fluid lines and big swing motor cylindersmake the alternating compressed air drive uneffective.

Other former art exists in several parts, which show specific details,but which do not appear to be closely related to the present invention.Those are, for example;

U.S. Pat. No. 1,858,011 ZERBI discloses double-co-axial propeeller drivemeans which are of mechanical nature.

U.S. Pat. No. 3,797,783-KISOVEC discloses propellers on the wing tips,which are mechanically driven and which can be pivoted from vertical tohorizontal.

U.S. Pat. No. 3,514,052-Mc.KEOWN discloses pivotable propellers on fixedwings, namely on the tips of the wing portions.

U.S. Pat. No. 3,165,280-SHAO-TANG LEE discloses horizontally-verticallycollapsible wing portions.

U.S. Pat. No. 2,988,152-KATZENBERGER discloses pipe in wings, which areexclusively laterally of each other and which lead cpmpressed air orgases to the ports on the wings on the ends of the wings. There theports are bend in a rearward direction to supply a forward thrust totheaircraft by the rearwards directed outflows of the air or gases.

German Pat. No. 1,299,535-HILLER also discloses pivotable wings, whichcarry propeller-driving engines.

U.S. Pat. No. 3,861,623-FRUECHTE discloses two propellers which aresynchronised for their rotary speeds by a hydrostatic transmission meansor synchronization means.

German Pat. No. 1,275,874-YOUNG again discloses propeller drivingengines on the tips of pivotable wings.

However; all of the mentioned patents of the former art are failing togive an exactly examinable overall lift-weight balance.

They all, as far as they are for pivotable wings, are howeverdemonstrating the direction of the affords of the former art. They wereexclusively directed to mechanical transmission means or topropeller-driving engines on the wings.

It is applicant's discovery by the present invention, that the devicesof the former art are uneconomic for vertical take off aircraft for theaverage citizen with an average income and budget. The craft of theformer art are too expensive in operation. Because their too heavyweight requires too expensive, strong engines of little weight. Becausethe required parts in the craft are too many and the sum of theirweights is too heavy to permit an inexepensive engine of only limitedhorsepower with small fuel consumption.

SUMMARY OF THE INVENTION

The invention aims, to overcome the limitations and difficulties of theformer art and to provide a very safe vertically taking off and landing,but horizontally flying aircraft for the average person or for economicuse in industrial or higher capacity applications.

The invention discloses in great detail a preferred embodiment of theinvention and in it the invention does away the many heavy parts of theformer art. It applies only very reliable and simple means of littleweight. In its aim to spare the heavy operation costs of the fuelconsuming heavy weight machines of the former art, the invention startsoff with a clear analysis of what is important for the vertical take offand landing and what applies at the later forward flight on the wings.

At common aircraft-technology it was assumed, that it would be the mosteconomic way to drive a propeller by mounting the propeller directlyonto a flange of a crankshaft of the aircraft engine. By setting thepropeller directly onto the crankshaft of the engine losses oftransmissions should be prevented. Because, when a transmission is usedbetween an engine and a means driven by the engine, there will be lossesin the transmission.

This assumption of the common aircraft technology, which makes at thefirst glimpse the impression of being absolutely true--simply because itis true that a transmission has losses--is however, as the inventor ofthis application found, under certain circumstances a disastrouserror,which has considerably prevented the advancement offlight-technology.

This will be visible at hand of FIG. 1 of this specification.

It is generally known from Newtons law of force, that the force equalsthe mass multiplied by the accelleration, according to equation: (1)

    Force=mass×accelleration; or: F.sub.k =m·a  (1)

The mass of air, which flows through the propeller circle of FIG. 1 is:

    m=ρ·F·V.sub.1                        ( 2)

And, since it is required to accellerate the mass of air, when it flowsthrough the propeller circle from the velocity "Vo"=zero to the finalvelocity "V2", the accelleration of the mass of air, when it flowsthrough the propeller-circle is:

    a=V.sub.2 /second                                          (3).

Consequentely, the force obtained by Newton's

    F.sub.k =ρFV.sub.1 V.sub.2 /s                          (4).

And, since it is known from the theorem of Freude, that the velocitythrough the propeller circle is the mean value of the velocities beforeand after the propeller circle, namely:

    V.sub.1 =(V.sub.o +V.sub.2)/2                              (5)

the force, which is required to keep an airborne craft with verticalpropeller axis (axes) in hovering without ascend and descent is:

    F.sub.k =ρFV.sub.1 V.sub.2 =ρFV.sub.1 2V.sub.1 =ρF2V.sub.1.sup.2                                     ( 6)

Or, with I=impulse:

    I=m2V.sub.1 =2ρFV.sub.1.sup.2 =H=S                     (7).

The kinetical energy in the air-stream behind the propeller is:

    E.sub.k =m/2(2V.sub.1).sup.2 =2ρFV.sub.1.sup.3 =N      (8).

Equation (2) can be transformed to V1, to be:

    V.sub.1 =∛N/2ρF                               (9)

and the "V1" of equation (3) can be used to be inserted into equation(1), whereby the followings are obtained:

    H=S=2ρF[∛N/2ρF].sup.2                     ( 10)

    or:

    H=S=2ρF∛N/2ρF ∛N/2ρF

    or:

    H.sup.3 =S.sup.3 =8ρ.sup.3 F.sup.3 N/2ρF N/2ρF

    or:

    H.sup.3 =S.sup.3 =8/4ρFN.sup.2

    or:

    H=S=∛2ρFN.sup.2                               ( 11)

    or:

    N=√S.sup.3 /2ρF                                 (12).

In the above equations the following values may be used:

ρ=density of air (for example: in Kg s² /m⁴)

N=Power (for example in kgm/s)

S=H=lift of thrust (for example; in Kg.)

I=Impuls (for example in Kg.)

V1=velocity of the air in the propeller-circle (f.e. in m/s)

m=mass of air in the fow (for example Kgmass=Kg/9,81)

F=are of propeller-circle (for example in m².).

As a first step to explain my invention, I introduce "M" which shalldefine the number of propellers, which will be used in my craft. Forcomparison with conventional helicopters it should be understood, thatequal diameters of propellers are considered. Also the forms, pitches,configurations and like shall be the same, when propellers are compared.

As second step I introduce the efficiency of a transmission and call it"η". The transmission may also be my hydraulic transmission of aplurality of separated flows of fluid of equal rate of flow in theflows.

I now introduce "η" and "M" into equation (11) whereby equation (11)transforms to:

    H=S=M∛2ρF(ηN/M).sup.2                     ( 13).

This equation (13) now shows already some very interesting surprises,which will be found to be important means of the present invention. Forexample:

The equation explains, that the lift is as greater as the number "M" ofthe propellers is.

And, the equation has the further surprise, that the lift will not bereduced parallel to the losses in the transmission, but only with thethird root of the second power of the efficiency-losses.

These features, which may equation explaines, are obtained at the givenpower. Or, in other words, my equation shows, that, when a certain poweris available, the lift or ability to carry, of an airborne craft willincrease, when the number "M" of the propellers is increased and whendone so, the losses which may appear in a transmission which transfersthe power to the plurality of propellers will not reduce the lift orcarrying capacity in the same ratio as the losses reduce the power inthe transmission, but less, namely only with the third root of thesecond power.

In short, my equation shows, that with increasing the number of thepropellers, an increase of lifting capacity or of carrying power, can beobtained.

As a next step to explain my invention, I assume, that in equation (13)equal values will be used for a comparison of a conventional helicopterwith a plural propeller craft of my invention. Equal values in equation(13) mean, equal power "N", equal values "2"; equal values of density"ρ" and equal values of propeller-dimensions, including equal values ofcross-sectional areas "F" through the propeller-circles. For acomparison of flight-technology-systems the equal values can simply beleft out of equation (13) and I so obtain my comparison equation (14)which shows my comparison-factor "Ftl"; namely:

    F.sub.TL =M∛η.sup.2/ M.sup.2 or: F.sub.TL =∛Mη.sup.2                                   ( 14).

With this equation it is possible to calculate a comparison diagram,wherefrom the comparison factor "Ftl" can immediately be seen and whichshows, how many times lift a machine with a certain number of propellersand a certain transmission efficiency will give, compared to other orconventional craft. This diagram will be shown in FIG. 17.

The common helicopter has the Ftl value 1 minus the mechanictransmission losses and minus the power which is required to drive thetail rotor. In short, the common helicopter may have a Ftl value of 0.75to 0.85.

Herebefore the thrusts, lift-forces, thrust-forces and power for theobtainment of certain forces have been calculated for the condition,that the propeller(s) does (do) not move in the direction of the axis(axes). In other words, the equations above are valid for propeller(s)in stand, but not for propeller(s) in movement in the direction of theaxesof the propellers.

At the later to be discussed range of flight the craft movessubstantially forward in levelled hight speed flight, where theresistance of the craft in air at the respective speed in in balancewith the traction of the propeller(s). I call this range the"flight-range". Contrary thereto, the range where the propeller does notmove, where the propeller is at stand or where the craft is hovering, inshort, where the above discussed equations apply, we have an otherrange, which I call the "stand-range" or the "howering-range".

But, according to my "Handbook of my Flight-Technology" there is anotherrange, a range between the stand-range and the flight-range. This rangetherebetween is called the "inter-thrust-range" in my handbook.

At this Inter-Thrust-Range the craft may permanently change its speed,for example, accelerate. The Inter-Thrust-Range can thereby also beassumed to be an acceleration-range.

At the said "Inter-Thrust-Range" the thrust of the propeller(s) isgradually decreasing when the velocity of the craft increases. Thedetails of this situation and condition are exactly defined by myfollowing equations for thrust of a propeller or of propellers in theinter-thrust-range:

    Si=2N.sub.in ×η.sub.G /(V.sub.o +√V.sub.o +[∛16ρMFN.sup.2 /ρMF])=Kgi               (15)

    or:

    Si=2N.sub.in ×η.sub.G /(V.sub.o +√V.sub.o +2S.sub.ibm /ρMF)=Kg.                                             (16)

The development of the above equations for the Inter-Thrust-Range can beseen in my "Handbook of my Flight-Technology". The first equation of thetwo equations, namely equation (15) is the more simple equation inactual calculation. The latter equation (16) is the more accurateequation, but it is more difficult and more time consuming in actualcalculation procedure.

At the later "Flight-range" when the craft is flying substantiallyhorizontally in levelled flight parallel to the surface of the earth,and, when the resistance of the aircraft during move in air is inbalance with the traction force(s) of its propeller(s); or, in otherwords, when thursts of the propellers equals resistance of the craft,but thrusts and resistance are opositionally directed, the followingequation is valid:

    W=(ρ/2)Cw AV.sub.o.sup.2                               ( 17)

and further, also the following equation will be applicable:

    N=W×V.sub.o                                          ( 18).

I now insert equation (11) into equation (12) and obtain:

    N=(ρ/2)Cw AV.sub.o.sup.2 V.sub.o                       ( 19)

which I transform to:

    V.sub.o =∛2Nout/ρCWA                          (20)

whereby I have a possibility to immediately calculate the expectedvelocity of an airborne craft or aircraft in its flight-range.

In the above flight-range equations, the following values may be used:

W=Resistance of craft in Kg.

ρ=Density of air, for example: 0.125 Kgs² /m⁴ close to oceanlevel;

A=Projection of wings (airfoil) in m²

Cw=Coefficient of resistance; dimensionless;

N=Power in Kgm/sec;

Vo=Velocity of craft relative to air in m/sec.

Equation (14) can also be written in the following form:

    V.sub.o =∛1/A×∛2Nout/ρCw       (21).

The latter equation shows directly the influence of wing-area's verticalprojection and also the influence of power and of the permanent valuesfor the range of flight. For further defining the influence of power andthe influence of the permanent values, the equation (21) may also bewritten as:

    V.sub.o =∛1/A×∛2Nout×∛7/ρCw (22)

and thereby all important influences for the speed which can be obtainedin the flight range are directly visible.

With the above equations all conditions for vertical take off, forvertical landing, for the accellerations at the Inter-thrust-range andfor actual horizontal levelled flight can be pre-determined and beexactly calculated in advance. The substantial correctness of theequations has been proven in actual testing in my research laboratory.

With these equations diagrams can be developed which show in detail andin advance which kind of craft are the most economical for take off andfor flight.

Form said equations and diagrams it can be found, that even, whenhydrostatic transmissions of my hydraulic systems are arranged between apower plant, like an engine or a gas-turbine and a plurality ofpropellers, a substantially higher lifting capacity can be obtained thanwould be obtainable at the same power installation from a singlepropeller, if flanged onto the crank-shaft of the power plant. This isat least true for the vertical start or take off, for the substantiallyvertical landing and for flight with moderate forward speed. Only at ahigh forward speed will the single propeller per engine be of highereconomy.

Consequently, it is more economical, according to this invention, to usea power plant to drive or create a plurality of separated fluid flows ofsubstantially proportionate or equal rate of flow and drive thereby apluraity of propellers over fluid motors which are arranged at suitablelocations on the craft. These theories are further condition to thefact, that at comparisons equal total power is installed and that thecompared propellers have equal dimensions like equal diameters, sizesand pitches. The comparison can not be valid, if in the common craftother dimensions of propellers or power would be used, compared to thoseof the invention.

Therefore, according to the invention, an airborne craft is driven by aplurality of propellers which are driven by hydraulic fluid motors,wherein the fluid motors are driven by separated fluid flows of equalrate of flow which are created in multi-flow pumps or hydrofluidconveying engines and wherein the pump(s) are driven or prime moved by arespective power plant or engine(s).

Accordingly, the invention provides substantially two kind of majorairborne craft, namely:

a vertically lifting and landing multi-propeller-craft; and

a horizontally starting and landing multi-propeller-craft; wherein atboth cases the ability to varify the location or direction of thepropellers influence the ability, attitudes and actions of the craftpositively and may help to safe fuel and economisize flying.

In the first case, the first preferred embodiment of the invention, theplurality of propellers are utilized, to be set separately on wings andthereby to obtain a higher sum of lift by the plurality of thepropellers at a given power installation and thereby to obtain aneconomic vertical take off andlanding at a small space.

The propellers are thereby preferredly fastened on shafts of hydraulicmotors. The hydraulic motors are preferred to be fastened on fluid-pipestructures, which are pivotably borne in respective bearing means in thebody of the craft. Thereby it is possible to pivot or tilt the pluralityof propellers in unison between a vertica take off and landing positionand a position for substantially forward levelled flight.

According to the invention it is also possible to fasten wings on thementioned fluid-pipe structure. This safes weight, because the wings donot need any more to have their own bones for the provision of strengthand stability. Further, when the fluid-pipe structure pivotes the fluidmotors and the propellers, the wings, which are fastened on and borne bythe fluid pipe structure are pivoting with it in unison.

A specific feature of this arrangement is, that the wings can be verysmall, because they do not need to carry the craft up into the air froma runway. The big size wings, which aircraft of common style need, to beable to lift up from the runway at a moderate speed are spared by thispresent invention, because the craft of the invention can lift offvertically, gradually pivot or tilt its wings to levelled flightcondition and thereby obtain forward speed in the Inter-Thrust-rangeuntil finally the craft will have obtained a forward velocity highenough to continue to fly on on small wings.

While I have pointed out heretofore, that the equations show, that thecraft of the invention is more economic at vertical lift or descent andat moderate speed, it will now be understood, that the aircraft of theinvention can also be more economical in operation at high speed,because it needs smaller wings than the common aircraft. The feature ofthe smaller wing or of the size "A" of equation (15) will now directlydemonstrate, that due to the smaller wing, the craft of the inventionmay even in levelled flight obtain a higher velocity at the sameinstallation of power and thereby become even more economic insubstantially horizontal forward flight.

Consequentely, since my aircraft take vertically off, because the bigsize wings are replaced by the vertically acting take-off propellers,the craft of the invention can at moderate speed also fly with lessgasoline consumption than the common aircraft.

This embodiment of the invention spares fuel at the vertical take offand landing compared to the conventional helicopter; and it can, ifeconomically used even spare fuel at flight. It is further easily to bebuild, inexpensive and safe in operation and its components arereliable. A further specific feature is, that in the followinghorizontal flight this embodiment of the invention will consume lessfuel than a helicopter of equal carrying capacity would. A helicopteruses at horizontal flight about 50 to 70 percent of the howering or takeoff fuel. But the craft of this invention may use in horizontal flightwith moderate speed only one fourth or less than at take off or landingor at hovering in air. At a moderate velocity of 100 to 150 Km/h speedthe craft of the invention may use even less fuel than a common carwould use at equal speed. A higher or a considerably higherfuel-consumption is required only at higher speed of 150 to 700 Km/h.This increase in fuel consumption is natural and also apparent fromequation (21), which shows, that the velocity increases with the thirdpower of the used power or fuel. In short, a doubling of speed requiresan eight times increase of fuel if no other factors reduce this ratio.

Further detailed mathematics, technologies and economic details as wellas complete outlays and designs beside of other embodiments of theFlight-Technology of the inventor, which also includes hundreds offotographs and calculation tables and formulas can be studied in"Handbook of my Flight-Technology" by Karl Eickmann, which can beobtained commercially from: Rotary Engine Kenkyusho 2420 Isshiki,Hayama-machi; Kanagawa-ken, JAPAN.

The said Handbook also includes samples of engines and of pumps andmotors. The weights of radial piston pumps and motors have been reducedabout to one hundredth of equal power at the fifties. The Handbook is acompact short-cut on 600 pages of the 50 million words etc. in testrecords, scientific literature and other literatures of the inventor, asfar as flying or the development of little weight, but powerful andeconomic components like structures, hydraulic pumps, motors, engines orengine-hydraulic power plants are concerned.

When the mentioned Handbook is sold out, or for those who cannot affordits expense, the shorter book "Mini introduction to a new technology" isrecommended."

As will be seen from the description of the preferred embodiment, onemajor object of the invention is, to set a pipe structure with pipesinto at least two directions of planes which are vertically relativelyto each other, to set ribs between the pipes to strengthen their bearingcapacity, to set holding means onto the pipe structure for fastening ofthe skin of the wings and to apply a plurality of functions and actionsto the so obtained pipe structure of the wings. Namely, to lead thefluid to and from the propeller driving motors, to hold the propellerdriving motors with the propellers thereon and in addition to form thebone-structure of the wings and to pivot the respective wing portions.The combination of these plural functions in a single and simple meansof a structure obtains the aim of the invention of an economicallytaking off, starting and landing aircraft which flies forwards on wings.The heavy weight of the craft of the former art are thereby spared andthe aircraft itself has been strengthened and made very reliable andstrong.

In an additional object of the invention, the propeller axes are set ina suitable and preferred angle to the zero plane of the body of thecraft in order to simplify and ease the transition stage of flight withangularly pivoted wing portions between vertical flight and horizontalflight.

The main solutions of the invention, may therefore be also described asfollows:

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 shows the air-stream through a propeller-circle as it is knownfrom the conventional air-stream theory; namely in one schematic atvertical hovering in the air and in the other diagram at forward flightwith the velocity V_(o) as forward-speed of the craft;

FIG. 2 shows an example of a vertical take off aircrfat of the inventionin a scale of approximately 1:100 for one to three persons, wherein thecraft is once shown with vertically set wings and propellers and in theother part the craft is shown with horizontally directed wings andpropellers for flight and wherein the craft is also shown in the otherpart of the Figure in horizontal flight, seen from above;

FIG. 3 shows another example, similar to that of FIG. 2, however witheight propellers, instead of four propellers;

FIG. 4 shows a simplified horizontal sectional view through an exampleof a vertically taking off and landing, but horizontally flying aircraftof the invention, whereat hatching lines are spared in order to make theFigure not to small and confusing;

FIG. 5 is a cross-sectional view through FIG. 4 along V--V;

FIG. 6 shows a longitudinal sectional view through a flow-combinationvalve set whereby a multiple of flows from different power sources arecombined to a single continuing combined flow;

FIG. 7 shows a schematic of a sceleton for driving four double-motors ofa craft of the invention;

FIG. 8 shows an embodiment of a sample of the engine-hydraulic powerplant, which can be used in the invention and which is now commerciallyavailable from my research institut;

FIG. 9 shows a sample of an embodiment of a tilting or pivot-arrangementof the invention for the pivoting or tilting of the fluid pipe structureof the invention;

FIG. 10 is a longitudinal sectional view through another embodiment;

FIG. 11 is a schematic diagram which shows accurately the comparisonfactor "Ft1" of the invention;

FIG. 12 shows my eldest aircraft seen from top;

FIG. 13 shows another embodiment of an aircraft of the invention;

FIG. 14 is a cross sectional view through FIG. 15 along its arrowedline;

FIG. 15 shows a portioon of a wing of the invention;

FIG. 16 shows another embodiment of the invention in sectional view;

FIG. 17 shows another embodiment of the invention in an aircraft;

FIG. 18 illustrates another modification of the invention;

FIG. 19 shows a modification to FIG. 18;

FIG. 20 illustrates an enlargement of a medial portion of a structure;

FIG. 26 is a cross sectional view through FIG. 20 along its arrowedline;

FIG. 22 illustrates an end of a structure;

FIG. 23 is a section through FIG. 22 along the arrowed line therein;

FIG. 24 illustrates a pipe structure built of FRP;

FIG. 25 shows another embodiment of a pipe structure of the invention;

FIG. 26 is a sectional view through FIG. 25 along the arrowed line A--A;

FIG. 27 shows a sectional view through FIG. 25 along the arrowed lineB--B;

FIG. 34 shows a pipe structure seen from the side;

FIG. 29 shows FIG. 28 seen from top;

FIG. 30 shows a sectional view through FIG. 28 along its arrowed line;

FIG. 31 illustrates another pipe structure in a wing;

FIG. 32 is a sectional view through FIG. 31 along its arrowed line;

FIG. 33 shows a slight modification of FIG. 3;

FIG. 34 shows the aircraft of FIG. 33 before the assembly of the wings;

FIGS. 35 and 36 shows portions of the wings in separated longitudinalsections;

FIGS. 38 and 39 are sectional views through FIGS. 36 an 35 along thearrowed lines therein;

FIG. 40 shows a portion of FIG. 33 separately illustrated;

FIG. 41 is a section along the arrowed line of FIG. 40;

FIG. 42 shows a portion of a wing in sectional view;

FIG. 43 is a sectional view through an engine of the invention; FIG. 44shows an embodiment of an aircraft of the invention;

FIGS. 45 to 49 shows parts of FIG. 44 separate illustrated;

FIGS. 50 to 55 give also separately illustrated views or sections ofparts or portions of FIG. 44, wherein FIG. 51 is taken along the arrowedline in FIG. 50, FIG. 52 along the arrowed lines AA and BB of FIG. 50,FIG. 53 along the arrowed line in FIG. 51 and FIGS. 54 and 55 showsections relative to each other taken along the arrowed line of therespective other Figure of these Figures.

DEFINITIONS

In this patent application appear a number of words which have,according to Websters Dictionary two or more meanings. In the presentapplication the following words have the following meaning:

Invention means a technologically sound and useful device. It does notmean a false conception, which the other meaning of this word is.

Synchronization and the respective other forms of this word means, thata plurality of members act in unison with equal rate of movement, forceor other action. These words within this specification exclude the othermeaning of the words, namely that they act only at the same time but notwith equal rate.

Pumps and motors in this application are exlusively such which arecapable of high pressures in excess of 2000 psi and which are capable torun and seal effectively at rotary speeds which exceed 1000 rpm asmotors and which exceed 2000 rpm as pumps. Such pumps and motors arecharacterized thereby that they have control faces with control ports onthe radial inner portions on the rotor and which have outer diameterswhich are smaller than the diameters of the rotors are, or they havestationary bodies with cylinders with therein reciprocating pistons,while the pistons are driven over piston shoes between the pistons andan eccentric but cylindrical piston stroke guide face of a cam. Or theyare high pressure gear, trochoid or vane pumps with an efficicieny ofmore than 85 percent at more than the mentioned rpm and at pressureswhich exceed 2000 psi.

DESCRIPTION OF THE PREFERRED EMBODIMENTS

In FIG. 1 the air-stream through a propeller circle is shown, as knownfrom the conventional air-stream theory. In one portion of the Figurefor a vertical axis of the propeller for a vertical air-stream athovering of the craft. In the other portion of the Figure for apropeller with horizontal axis and horizontal air-stream through thepropeller circle as in forward flight. In the one portion of the Figurethe forward velocity "V_(o) " of the craft and thereby of the propelleris "zero" namely in the right portion of the Figure. But in the leftportion of the Figure the forward velocity "V_(o) " of the craft andthereby of the propeller is "V_(o) ".

Consequentely, as known from the literature, the velocity through thepropeller-circle is in the right part of the figure="V₁ " whichcorresponds to "V₂ /2" when "V₂ " is the velocity of the air after thepropeller. And in the left part of FIG. 1 the velocity of the airthrough the propeller circle is also "V₁ " but this "V₁ " correspondsnow to: "V₁ =(V_(o) +V₂)/2". Since these facts are generally known fromthe air-stream literatures, the FIG. 1 contains nothing new. It ishowever contained in this application in order to explain, that thesefacts are the bases of the mathematics and of the formulas. For example,the right part of FIG. 1 is the basis for equations (1) to (8) while theleft part of FIG. 1 is specifically the basis for equations (9) and(10). Equations (7) to (10) are not known from the literature. These andother equaitaions can be found in their development again in the"Handbook of my Flight-Technology". Therein many explanations anddetails are found.

FIG. 2 demonstrates a preferred embodiment of a vertically taking offand landing craft of the invention, which can horizontally fly on wings.In the upper part of the Figure the craft is shown in vertical flightcondition. In the bottom portion of the Figure the craft is shown inhorizontal flight situation and in the right part of the Figure thecraft is shown in horizontal flight, but seen from above. In this partthe craft may be in forward flight.

In body 31 of the craft the power station 10 is provided and preferredto be located in the medial or in the bottom portion of the craft. Itmay also be a plurality of single power plants, disposed along thebottom portion of the body. Together with other weights, for example,tanks, fuel, oil, pumps, acessary devices and like they are supposed toform a gravity center in the lower portion of the craft to stabilize thelocation of the craft in the air by a forces play with an upwards actinglifting center formed by the upwards tracting propellers of the craft.

On the body 31 of the craft are also the pivot-bearing holders 29 and 30provided. In them the fluid pipe structure is pivotably borne. The fluidpipe structure is however not visible in FIG. 2. In bearings 29,30 thefluid pipe structure which forms the bone-structure for holding thefluid motors and thereby the propellers and also the wings can bepivoted, for example, from a vertical position to a horizontal positionbut in preferred embodiments it may also be pivotable into a brakingposition for braking the speed of flight when suddenly another objectnears towards the craft. The wings 24 to 27 are fastened or may befastened on the fluid pipe structure. The craft can also fly withoutwings. But then the propellers are kept in an inclined positionrelatively to the surface of the ground. Therefore it is said, that thewings may be fastened to the fluid pipe structure. But the fastening orapplication of the wings is not for every craft of the invention a must.The craft may have a side rudder 9 and ailerons 77. Some of the wingsmay be provided with elevators 8 as shown in FIG. 4 or some of the wingsmay act as elevators 8. The term "pivotion" means a "pivotal movement".

In the following I will define what actions an airborne craft may do.This will be in accordance with the "Handbook of my Flight-Technology"as follows:

Vertical rest or flight is "hovering";

Forward movement is "flight"; and

movement with inclined propeller axes is "move".

Consequently in the left upper part of the FIG. 2 the craft is shown in"hovering"; at the left bottom portion the craft is shown in "flight"and in the right part of the FIG. 2 the craft is also demonstrated in"flight". The craft is not demonstrated in "move", but a "move" of acraft is demonstrated in FIGS. 10 and 11.

At "hovering" the propellers form together a lifting-center. This islocated above the earlier mentioned gravity-center. The forces-playbetween lift center and gravity center keeps the craft in stableposition at hovering, while vertical ascent and descent are verticalflight and at such vertical flight the said center also continue bytheir forces-play to maintain the stable location of the craft relativeto the surrounding air. The bottom of the craft thereby remains at alltimes of hovering and at vertical flight like ascent and descentsubstantially parallel to the ground and the craft remains upright atall those actions or hovering at rest.

By the fluid line structure or bone-structure of the craft the fluidmotors 4 to 7 are borne. The fluid motors may be hydraulic motors inthis and the other Figures. It could, however, also be gas orair-motors. These fluid motors are driven by fluid streams. They aredriven with equal rotary velocities while motors of diametric locationsrelatively to the body form moton-pairs of counter directional rotation.Similarily the propellers form propeller-pairs. For example Propellers14 and 15 form one propeller-pair while propellers 16 and 17 form asecond propeller-pair. Naturally, each propeller of the same propellerpair revolves in the opposite direction relative to the other propellerof the same propeller-pair, but both propellers of the samepropeller-pair have the same or equal rotary velocity which means, equalrevolutions per time, for example, an equal number of revolutions perminute.

An example of the inner structure of the craft of FIG. 2 is given inFIG. 4.

Also, the design, capability, size, cost and like are functions of timeand of the technology of the respective time and of availabilities ofthe respective time for FIG. 2 as well as for other craft of theinvention, especially depending of the technology of the respectivepower plants and of the respective fluid handling devices of therespective time. The FIGS. 2 and 3 are shown in a scale of about 1:100in order to give a first idea in which size the craft of the inventioncan be build. Thus, the Figures show first examples of small-size craftwhich can be materialized with the presently available technology, whenthe power plants, hydraulic devices and fluid-line structures of theinventor are used. They can not in all cases be realized, when wrongpower plants, hydraulic devices or wrongly designed fluid linestructures are used. At present time the craft of the invention requirethe highest standard of technology which is in this specific fieldpresently available only from the inventor's laboratory or from hislicensed manufacturing companies.

According to the invention, the craft of the Figures can not only bebuild in the small size for 1 to 3 persons, but also in larger sizes formany persons or as transport aircraft. The scale in the Figures shalltherefore by no means define, that the invention is limited to the smallsize of the scale of the Figures. Greater sizes, larger sizes, highercapable craft are designed and partially build and can be commerciallyobtained from myself or from my licensed firms.

Otherwise the FIGS. 2 and 3 show those craft which at present time canbe obtained with smallest expense for 1 to 3 persons or the respectivetransportation weight. The craft of these Figures has enough space in abigger garage of a car and it can also be build in such bigger garage ofa car. The building expenses are less than the costs of nowadays luxurycars. The components for building the craft can be obtained from me. Andso can be the drawings together with the "Handbook of myFlight-Technology".

FIG. 3 is also demonstrated in a scale of 1:100. The scale is not in alldetails absolutely exact. FIG. 3 shows the more elegant and the moredesireable solution for the vertically taking off craft compared to FIG.2. However, FIG. 2 is the more easily build able and less expensive inbuilding presently than the craft of FIG. 3. The craft of FIG. 3 ispresently considerably more expensive than the craft of FIG. 2. Thecraft of FIG. 2 is more easily to be materialized because of the biggerdiameters of its four propellers. The propellers of bigger diametercarry more and lift more than the propellers of small diameter at thesame sum of installation of power. Consequently, it is more easy to takeoff with the craft of FIG. 2 because with the bigger diameter propellersof FIG. 2 the craft needs less power for the vetical take off and istherefore lighter in weight, because it needs a smaller number ofengines or an engine of less power. The propellers of the sizes for thecraft of FIGS. 2 and 3 are nowadays available and can be obtainedcommercially also from the inventor. The disadventage of the craft ofFIG. 2 is, that the propellers require such big diameters, that the tipsof the propellers at horizontal flight are revolving below the bottom ofthe craft. That can bring difficulties at emergency landings inhorizontal flight with horizontal landing on wings, because the tips ofthe propellers would then meet the ground and the propellers wouldbreak. The craft of FIG. 2 therefore requires for emergency landing onwings an arresting means for the arresting of the propellers in ahorizontal position. FIG. 3 on contrary thereto has so small propellers,that the tips of the propellers remain in the air also when the craftlands on wings in horizontal flight and sets onto the ground on thewheels. The craft of FIG. 3 has at least 6 or in the FIG. 8 propellers.This is required to obtain enough lift with the propellers of suchlittle diameter.

A common feature of both craft, that of FIGS. 2 and 3 is, that thewheels do not need a retraction into the body. Thus, the craft canoperate without retractable wheels and simple wheels, which extend onlya little from the body downward are enough for horizontal landing onwings. For vertical landing and take off no wheels at all are required.However, since the craft has the ability to take off and land, eithervertically or horizontally, the little cost and weight of simplenon-retractable wheels adds much value to the craft, because it makesthe horizontal starting and landing easily possible in addition to thevertical take off and landing. To add retractable wheels orunder-carriages is however possible, if so desired.

At non-windy weather the crasts of FIGS. 2 and 3 can take off and landfrom and into a place of about 10 meter by 10 meter. At windy weatherhowever to land into such a small space, a certain skill of the pilot isrequired. Another common feature of the crafts of FIGS. 2 and 3 is, thatthey can fly with high speed as aircraft can do, that the propellers donot need the elastic helicopter blades or not the variation of pitchduring a revolution as the helicopter needs and in addition, that thecraft can land at any country place in bad weather, when the bad weatherreaches the flying craft remote from an airport. Still another commonfeature of both craft is, that they can convert to vertical flight,howering or to rest in air or even to brake in the air and to reversethe direction of flight, when another obstacle comes into the flightpath of the craft. Accidents are thereby prevented and should not occurwithout pilot error.

Also the following design details are no matter of the patent claims,they are described here in order to give an idea what sizes are todayavailable in such craft. The propellers of FIG. 3 are, for example, HOCOPropellers of Hoffmann propellerworks Germany, namely types HO-V-62 of1,6 to 2,4 meter diameter. The power plants are two or three four cycleor two cycle engines of Rotary Engine Kenkyusho and the propeller fluidmotors and the pumps are also motors and pumps commercially availablyfrom the said Rotary Engine Research institute at 2420 Isshiki,Hayama-machi, Kanagawa-Ken, Japan. The pumps and motors are preferred tobe corresponding to my U.S. Pat. Nos. 3,850,201; 4,037,523; 3,977,302and others of my patents. The power plants may be those of FIG. 8 andsupply a take off power of 100 to 180 HP. each, according to type. Theirweights are less than 100 Kg each. Spare parts for the power plants areavailable from stocks in all smaller cities around the world. The powerplants are operating economically as four cycle engines do.

For higher speed and for more than 2 persons, the craft of FIGS. 2 and 3may have one or more gas-turbines of the roughly 300 HP range.

For the 1 to 2 person version version with four cycle power plants, thefollowing datas, also they may change with time, will roughly applytoday:

    ______________________________________                                        Velocity = speed                                                                            fuel consumption                                                                           range without                                      of the craft  per 100 Km flight                                                                          landing                                            ______________________________________                                        280 Km/h      29,2      ltr    421 Km.                                        260 Km/h      23        ltr    520 Km                                         220 Km/h      18        ltr    670 Km                                         150 Km/h      below 10  ltr    1100 Km.                                       ______________________________________                                    

The above values are a first information only and are subject to changewithout notice.

The prices of the crafts of FIGS. 2 and 3 without gas turbines might be90.000,--to 140.000,--German Marks or foreign currency equivalent. Thepresent prices of prototypes are understandingly higher. For those whodesire to get the respective craft for less money, the parts thereof canbe obtained from my research institute for home-building of the craft.Thus, the utilization of the craft for actual flying is presentlypossible for example under the rules of USA as experimental aircraft.

Since the vertical take off and landing crafts of FIGS. 2 and 3 can atbad weather land everywhere, even in the country side and the pilot andpassengers can stay over the bad weather or over the night at theavailable hotels, motels, inns and resthouses, an expensivenavigation-instrumentation can be spared, if so desired. The mostimportant feature of such vertically flyable aircraft is anyhow, that abad weather must not lead to an accident, just because there is notairport available for a quick landing. When an instrumentation isdesired and the expenses for it are not feared, then it is recommendableto use a radar device of U.S. Pat. No. 3,801,046 for the automaticprevention of collusions with other craft or obstacles in the air.

In FIGS. 4 to 7 some examples of preferred details of the vertically andhorizontally flighable craft are illustrated. However, sectional viewsthrough the hydraulik engine, hydraulic pumps and motors are not givenin this application, because those are described in detail in about 500patents of the inventor in many countries, about 150 patents in theUnited States alone, and they are given in details in the mentioned"Handbook of my Flight-Technology" or in my respective "Handbooks onHydraulics and Engines".

The mentioned Handbooks also contain details of performances, test data,testing methods, sizes, powers, efficiencies-mechanic and volumetric,connection means, assembly rules and like, so, that FIG. 4 and the otherrespective Figures in this application can be restricted to schematicillustration.

In FIG. 4, the power plant, for example engine 11, drives a four-flowpump means or fluid flow creation means for the supply of four separatedflows of proportionate or equal rates of flow in the separated flows,shown by numeral 1. Accordingly the power plants 12 and 13 driverespective four flow pump means 2 and 3. In each case, the power of therespective power plant is divided substantially into plural equal powerportions in the said pumps. From each of the fluid-flow-creation meansfor multiple separated flows of equal rate of flow-in the followingshortnamed "pump"or "pumps" four from each other separated and not witheach other communicating fluid lines are extended to the respectivefluid motors 4 to 7. Each one fluid line from the respective powerplant's pump to a respective one of the motors 4 to 7. These fluid linesare shown by referential numbers 44 to 47 in FIG. 4. An improvedalternative thereof is, however, illustrated in principle in FIG. 7. Thefluid flow return lines 49 are also shown, in principle, in FIG. 4.

The other details of the return fluid lines and numbers of fluid linesare spared in FIG. 4, in order to prevent an overloading and difficultyof reading of FIG. 4. Details of fluid lines are shown by way of examplein FIG. 7, so that such details are not required in FIG. 4. The arrowson the respective lines show clearly how the flows are flowing from therespective pumps to the respective motors and that is what counts inthis Figure.

It should however also be recognized that flows from differentpower-plant pumps which lead to the same fluid motor, may be combined toa combined flow. To do so, it is recommended to use one-way check valvesin the fluid lines to prevent return flow from one fluid line into theother. How that is done in detail is shown by way of example, in FIG. 6.

FIG. 6 demonstrates by way of example such combination of a plurality offlows from different power sources to a single fluid motor. Fluid lines235,335,435 may come from different pumps of different power plants 1,11and 2,12 and 3,13. One way check-valves 159 may be provided in saidfluid lines. Each one in a respective one of the fluid lines. The valves159 may be streamlined and may be guided in guide means 169. After thevalves 159--see the arrows to understand the meaning of "after",--thefluid lines combine to a single combined fluid line 135. This fluid line135 goes therefrom to one of the motors 4,5,6 or 7. The pressure in thefluid line 135 presses the valves 159 to close towards the respectivefluid line 235,335 or 435. When fluid flows in the fluid lines 235,335or 435, the respective valve 159 is opened to let the flow flow fromline 235 or 335 or 435 into the common combined fluid line 135.

But flow in the opposite direction, or back-flow, or flow contary to thedirection of the arrows is prevented by the automatic closing of therespective valves 159.

When there are three power plants, each with a four-flow pump in thecraft and when four propeller motors shall be driven by four suchcombined flows, there will be four such valve-sets as in FIG. 6. Therebyeach of four combined fluid lines 135 will receive about one fourth ofthe power of each of the three power plants. The number of flows and ofpumps and engines is by way of example. Any other desired number may bematerialized in such one way check valve sets as in FIG. 6. Thus, eachmotor 4,5,6 and 7 will receive one combined flow 135 and thereby each ofsaid motors will receive one fourth of the fluid supplied by the pumpsand one fourth of the powers of each of the engines or power plants. Thecombination of several specific fluid lines from different engine-pumpsets will not disturb the equalness of the rates of flow in theseparated combined fluid lines 135, because the separated fluid lines135 are not combined with each other. Care must however be taken, toconnect the correct fluid lines. If wrong fluid lines are combined, thedesired effect can not be obtained.

While such combinations, as described in FIG. 6 may be done, it is notin all cases required to use them. That will be apparent from FIGS. 4and 5. Because, the to be described fluid-pipe structure requires atleast three fluid lines or at least two fluid lines plus a thirdstabilizing bar or pipe for the purpose of obtaining a self bearingrigid fluid pipe structure capable of bearing and holding the respectivemotor(s) propeller(s) and/or wing-portion(s).

Returning now to FIG. 4, it will be seen, that the body 31 of the crafthas bearings 29, which are pivotably borne in bearing sleeves 30. Thebearing-bodies 29 are borne in bearing sleeves or bearing houses 30 andare able to pivot or to swing therein. The pressure fluid delivery lines34 to 37 and/or 44 to 47 and the return fluid lines 49 are extendedthrough the bearing bodies 29 and are fastened therein. As seen in theFigure, there are four bearing housings 30 and four bearing bodies 29are pivotably borne therein. A cross-sectional view is seen in FIG. 9.The upper left bearing set 29-30 carries fluid delivery lines 35 and 45and one or two return lines 49. The upper right bearing set 29-30carries fluid delivery lines 37 and 47 and one or two return lines 49.The lower left bearing set 29-30 carries fluid delivery lines 34,44 andone or two return fluid lines 49. The lower right bearing set 29-30carries fluid delivery lines 36 and 46 and one or two return fluid lines49.

The fluid lines, which extend through the bearing sets as described arepreferred to be fluid pipes. For example steel pipes or light-metalpipes. If steel pipes are used, they may have walls of 1.2 to 2.5 mmthickness. Steelpipes have the feature to be easily weldable. At theinnermost ends of the fluid pipes the pipes are open towards theinterior of the body 31 of the craft, but they are at these endsprovided with connection means for the pivotable connection to otherfluid pipe portions or they have connection means for the connection offlexible pressure hoses. On the other ends, which constitute the outerends, the respective fluid lines are fastened to a respective entrance-or exit-port of the respective fluid-motor 4,5,6 or 7. Instead offastening them directly to the said motors, also here additionalconnection means or flexible hoses might be interposed. However, it ispreferred not to do so, but fasten the other, the outer, ends of thefluid pipes directly to the said fluid motors 4,5,6 or 7. On the innerends however flexible connections to the fluid lines from the pumps area must in order to maintain the seal of the separated fluid lines, whenthe bearing bodies 29 swing or pivot in the bearing housings or sleeves30.

An important specificty of the invention is, that the fluid pipes, whichwere here described are utilized to form or to form together withadditional means, the fluid-pipe structure for rigidly bearing themotors, propellers and -or wing portions at vertical and at horizontalflight and also in the Inter-Thrust range, when the fluid pipe structureis swung or pivoted in the bearing sets 29-30. For this purpose thecombining connecter portions 125, are provided to connect a respectiveright side structure with the leftside structure of the craft. Thesimplified term "structure" is used here and sometimes in the later partof the specifcation to indicate, that the said "fluid-pipe-structure" isconsidered by this single word. The connecters 125 are preferred to haverounded ends, which are connected to the ends of the respective fluidpipes of the left and right structure. It is preferred to weld the endsof the connecters 125 at a certain short distance before the inner endsof the fluid pipes to the fluid pipes. Rib-plates may be added. Thefeature of such arrangement is, that the fluid lines 34 to 37 and 44 to47 as well as the return pipes 49 can then consist either of straightpipes or of pipes with only one bow and two straight ends. Such fluidpipes have the feature, that the interior of them can be cleaned easilyfrom the straight ends. Such cleaning is important for every operationof a hydraulic or fluid circuit. For example, the welding of theconnectors 125 to the structures will result in disturbation of thecleanliness of the inner face of the respective pipe and so will thewelding of holding members for fastening of the fluid motors or of thewing-portions. Consequentely, after such welding and before the finalassembly or filling of the fluid lines, the fluid pipes should becleaned inside. For that purpose the straight ends of the pipes and theapplication of the connecters 125 with bows on their ends, areconvenient and important. Fasteners 66 are either connected to the pipesor welded onto the respective fluid pipes 34 to 37 and 44 to 47. Theyhave the purpose of easily fastening wing portions 24 to 27 or each onethereof thereon. The fasteners 66 may also serve to form and hold theairfoil-configuration of the respective wing portions 24 to 27.

FIG. 5 shows, how the fluid pipes are located by way of example andwhere the holders or fasteners 66 may be located relatively on therespective fluid pipes. Holders 14, which may be rivets or bolts orother means, are set through the fasteners 66 to hold the respectivewing portions 24 to 27, whereof the upper and bottom portions 125 and225 meet in plane 2056. The wing 125,225 may then consist of two orseveral parts, which are hold by means 14 on fasteners 66 or the wingportions may even consist of a single form-piece of a cross-section asshown in FIG. 6. Such one piece wing portion could then from the ends bejust moved over the fluid pipe structure and then fastened by bolts orlike 14 on the fasteners 66. Between the separated fluid pipes of thestructure the ribs 59 may be set or welded.

Thus, the fluid pipes 34,44,35 and 45 together with the internalconnecters 125 and the ribs 59 between the pipes and connecters areforming one rigig fluid-pipe-structure which carries two fluid motors 4and 5 and two propellers 14 and 15 and which may in addition carry thewing portions 24 and 25. This single structure is pivotably borne in inthe left and right front bearing sets 29-30 of the craft.

The fluid pipes 36,46,37 and 47 together with the respective internalconnecters 125 and the ribs 59 between the fluid pipes and theconnecters 125 form another rigid fluid-pipe-structure which carries twofluid motors 6 and 7 and two propellers 16 and 17 and which may inaddition carry the two wing portions 26 and 37. This other singlestructure is pivotably borne in the rear left and right bearing set29-30 of body 31 of the craft. How the described fluid-line structuresare pivoted in the mentioned bearing sets 29-30 is by way of exampledescribed in detail in FIG. 9.

The described fluid-line structures are an important part of theinvention. Mechanically operated vertically and horizontally flyingcraft with four propeller and two wing sets have already been proposed,for example in U.S. Pat. No. 3,181,810 to N. C. Olson and in U.S. Pat.No. 3,184,181 to D. H. Kaplan. Those mechanically operated craft howeverare very heavy because they need bone-structures for the wings to carrythe wings and they need mechanical transmission means with many gearsfor turns and angles and holders for the transmission means from theengines to the propellers. The transmission shafts must be able totransfer the high torques. These number of parts required summarized atoo heavy weight. It is therefore very doubtful if such mechanicallyoperated convertible aircraft can ever obtain an efficient operation oreven an operation at all. They are not seen in flight presently. And, ifthey would fly, they would require strong power plants of extremelylittle weight, for example like gas-turbines. That makes them expensivein purchasing costs and expensive in flight because of a high fuelconsumption. In those patents of the former art of mechanically operatedconvertible aircraft there has also never been a satisfactorymathematical analysis of the features or troubles and drawbacks ofsingle- or multiple-propeller arrangements.

On contrary to those devices of the former art, the present inventionbrings a very detailed and very accurate mathematical analysis of thepowers and lifting capacities involved. The mathematics of the inventionteach the higher carry- and lift-capacity of the multiple propellers ata given power supply.

The benefit of higher lifting and carrying capacity by the multiplepropellers would however been lost again, when the mechanism to carryand drive the multiple propeller sets would be heavier than the benefitof carrying capacity obtained thereby. It is here, where the weight ofthe fluid-pipe-structures and of the fluid motors, the fluid pumps, theengines and the quantity of hydraulic fluid to be carried are animportant part of the invention.

For example, the four propeller craft of FIG. 2 will carry at 80 percenthydraulic efficiency about two times of what a conventional helicopterof equal power and equal propeller diameter would carry on gross weight.The 8 propeller craft of FIG. 3 would even have a still better carryingcapacity of propellers if equal sizes would be used for equal totalpower installation.

From the gross lifting capacity however, the weights of the wings,fluid-line-structures, fluid motors and propellers are to be subtracted.The weights of them are therefore of high interest. They are presentlyin the prototype of FIG. 2 as follows: Weight of each fluid motor is 8.6Kg. Weight of each variable propeller is 11 Kg. Weight of each doublefluid-line structure for a left and right fluid motor and propeller is14.5 Kg each. The pipes in said prototype are of 16 mm outside diameterand of 1.5 mm thickness of the walls. Thus, the weight of the sum of thefluid motors, propellers and fluidline structures in FIG. 2 is less than120 Kilogramm. That is a little weight, compared to the benefit oflifting capacity obtained by the arrangement. In comparison only thedifference between said 120 Kg and the weight of the rotors andtail-structure of the common helicopter is the amount of weight by whichthe craft of the invention is heavier than a conventional helicopter.

Quite naturally, at design and building of fluid line structures thelaws of strength and rigidity must be obeyed. When my designs,respectively, are used, there is no risk of break or unreliability andthere is no risk of deformation. Also, it is important to use properfluid motors. They are available from my respective patents and designswith single or double rotors, with releasable couplings, with automaticfree-wheeling and with propeller-pitch adjustment devices, according tothe situation of actual application. The user is however be cautioned,that at present time there are no other fluid motors than those of theinventor available which fulfill these conditions. The world is governedby conventional achsial piston motors, which are very good for groundapplications and also for the drive of assessories in aircraft, butwhich are not of the required nature and capacity for driving andholding propellers as such in the invention.

The fluid-drive separated flows of equal rate of flow system of theinvention in combination with the little weight but strongfluid-pipe-structure of the invention are therefore an important meansto reduce the weight of convertible aircraft and to increase theirreliability and economy. In fact, the craft of the invention may be thefirst and until now sole convertible craft which can actually fly and doso with simple four cycle combustion engines.

On the wing portions 24 and 25 the ailerons 77 may be provided. The body31 has mostly a side-rudder 9 and the rear wing portions 26 and 27 maybe adjustable in its angle of attack in order to act as elevators inhorizontal flight. As an alternative the wing portions 26 and 27 mayalso be pivoted in unison with the front wing portions and the rear wingportions 26 and 27 may then be provided with elevators 8. The rudder,ailerons and chevators may be operated mechanically, hydraulically,pneumatically or also electrically depending on the actual requirementand design. These details are not written in the Figure, because they donot being principially new systems. The known systems are justdifferently set in the aircraft of FIG. 4. New are however the fluidpipe structures, the bearings of them, the extension of them through thebearing sets and other details thereof.

FIG. 5 which shows a sectional view along V--V of FIG. 4 demonstratesalso, that the return fluid lines 49 may be set closely together inorder to form a resistant triangular structure by the fluid lines forexample 34,44 and 49,49. The return fluid lines 49 can also be combinedto be a single fluid line. The triangular location on the corners of thetriangle of the fluid-lines are part of the provision of rigidity and ofstrength of the fluid-pipe-structure. Together with the ribs 59 betweenthe fluid pipes the fluid-pipe-structure is rigid enough to carry thefluid motors, propellers and wing portions without major deformation andwithout undesired vibrations. The fluid motors run smooth and withoutvibration anyhow and plural propellers of less diameter than a singlebig helicopter rotor run anyhow with much less vibration and unequalloads during a revolution than a big helicopter rotor does. Instead ofusing one-body or two body wings it is also possible to use wing-airfoilstructure ribs and set thin covers over them. Instead of triangluarlocation of the fluid lines rectangular placement, or placement ofmultiple forms like multiples are possible, if so required or desired.

In FIG. 5 a symmetric profile is demonstrated for the respectivewing-portion. It is however also possible to use unsymmetric airfoils asin common aircraft. If those are applied, the airfoils should not be setabsolutely vertically at take off or landing because they would supply abackwards directed movement. They would have to be tilted slightlyforward for an actually vertical take off or landing. That will bedescribed at hand of the later discussed FIG. 10.

Attention is further directed to the fact, that the wings in the FIGS. 2and 3 are so dimensioned, that the propeller-streams flow over the majorportion of the wings. Thereby the propeller-air-streams are providing aneffect onto the wings so, as if the wing would fly through air. Thatprovides lift, when the airfoil section is used or when the propellersare inclined relatively to the wing. The so obtained lift-action of thewings must be taken in consideration. It prevents to a great extend thepossibility of stall of the aircraft; it prevents the break down of theundisturbed airflow over the wings and it allows high angles of attackrelatively to the ground at time of Inter-Thrust-Range "move" of thecraft. That is a feature, which was seldom or even never to such extendobtained in any craft of the past.

There exists even the possibility to lift the aircraft in horizontallocation just by flow of the propeller-streams over the wings. Thathowever is a specifity which again is discussed in "Handbook of myFligh-Technology". The dotted lines in the fluid motors of FIG. 4demonstrate, that these motors may either be single rotor motors ordouble rotor motors, for example of my U.S. Pat No. 3,977,302. Whenthose double-rotor-motors of said patent are used, the number of fluidlines are as in FIG. 4 or they may even be doubled for application inFIG. 3.

FIG. 9 shows a schematic cross-sectional view along the line IX--IX ofFIG. 4 and demonstrates a sample of a pivoting device to pivot the frontstructure and the rear structure in unison. It may also be used in thecraft of FIG. 3 or in others. In the bearing-bodies 29 are thetherethrough extending fluid lines--fluid pipes--35,45 or 37,47 etc. andalso the return lines 49 provided and fastened. Control-fluid lines 101and 102 may also extend through the bearing bodies 29 to be led fromthere to places to control propeller-pitches, propeller and fluid-motorretrcations, ailerons or elevators. Instead of control fluid linesmechanic, electric or other control means may also extend through thebearing bodies 29. The control means 101 may also extend to othercontrollers or rudders which are not mentioned here.

In body 31 of the craft the drive-motor 501 is provided and in theexample of FIG. 9 the self-locking spindle 502 is extended through motor501. Motor 501 drives the spindle 502 forward or backward to the left orright in the Figure. Motor 501 is remote controlled from the cockpit bythe pilot, when the craft is flown by a pilot or otherwise it may beremote controlled from the ground. The control of the motor 501 is thecontrol of the pivot-action of the wings, motors and propellers andthereby a major piloting action. In controls the varyation from verticalflight through the Inter-Thrust-Range to horizontal flight and viceversa. The speed of vertical flight like landing and taking off may becontrolled by the engine accell, the adjustment of rate of flow ofvariable pumps or by the propeller--pitch.

A selflocking spindle and motor 501 and 502 is here preferred in orderthat probable vibrations will not move the spindle when not desired. Theself-locking effect also serves to maintain the angle of pivotion or theangle of attack relatively to the ground at times when no pivotalmovement is desired. The bearing bodies 29 have in the igure arms 509 onthe front bearing body and 510 on the rear bearing body 29. Intermediatearms 505 and 506 are placed between the arms 509 and 510 and the spindle502 and connected to them in swingable connections 507, 503, 504 and508. Thereby the for- or back-movement of the spindle 502 actuated bymotor 501 pivotes the bearing portions 29 of the front structure and ofthe rear structure in unison. The rearward location of spindle 502 isfor the horizontal flight and the leftmost location of spindle 502 isfor the vertical flight, brake or backward flight of the craft. Thelocations between those locations of extremes define the angle of attackor the pivot angle of the propellers, motors and wings relatively to theground and thereby the move in the Inter-Thrust-Range. The extension ofthe move of the spindle 502 into an extreme frontward position issuitable to obtain an effective braking effect or backflight in the airat times when an obstacle nears the flight path of the craft. Afast-speed motor 501 is suitable and often desired for fast action ofvonversion from horizontal to vertical flight and vice versa. In commontransport aircraft the pivotal action may be suitable when it is slow,but in aircraft for sports and for acrobatics as well as for police ormilitary craft the high speed motor 501 may be more desired.

The arrangement to control the pivotal action or said action in unisonas shown in FIG. 9 is an example only. Any other reliable and suitablecontrol mechanism may be applied if so desired.

It may also be mentioned, that one should not assume, that when theair-space would be overfilled with aircraft of this invention, that thatwould result in many accidents. Accidents are actually not required.Accidents are an appearance of high-speed aircraft, which lack theability to rest in the air and which lack the ability to land at placeswhich are no airports. The craft of the invention can fly in series orlines as cars are doing on the road and the already mentioned automaticradar control devices can automatically prevent collusions in the air.The devices of my U.S. Pat. No. 3,801,046 can also automatically forcecraft of the invention to fly behind each other with any given slow orhigh speed. It can also brake them automatically down to low speed, restor back-movement. These means are as accurately possible as in cars onthe road but even more better because of the automatic control by U.S.Pat. No. 3,801,046 which is not yet routine on cars on highways. Infact, the further possibility to pass another craft on a higher or lowerflight level adds further safety and the fact that a craft in air hasless resistance than a car on the road would even save fuel, when anequal number of equal fast aircraft would fly in the air instead of carsrunning on the road. Those possibilities have been highly desired, butthey were never obtained because the proposals of the past lacked themanoverability of the convertible craft and they failed to becomeairborne because of their too heavy weight or they were too uneconomicbecause of the need of high power gas-turbines which can not be affordedby the average budget of average citizen.

In FIG. 7 one of those schematic plans is demonstrated, which theinventor prefers in the craft of FIGS. 2 to 4. Two power plants would beenough for the vertical take off and landing, but in this schematicthree power plants 1, 2, 3 are provided. The third of them is there forthe remote possibility, that one of the power plants would fail justduring a vertical take off or landing. In horizontal flight a singlepower plant would be enough to be kept air-borne. In the Figure thereturn fluid lines are not shown in order to keep the Figure free froman overload of lines and in order to keep it by simplicity in a form foreasier understanding.

One reason for the use of three engine-hydraulic power plants or two ofthem also is, that they are available in a suitable power range of 80 to180 HP each in my research institute. Of these sizes two engines wouldbe anough to operate a vertical start or landing; one engine set wouldbe nough to remain airborne and the third set will be available at anengine failure at vertical flight. In practice all two sets or theresets are running together but with lower rates of power when lower poweris required or satisfactory.

An automatic power control may be provided for overriding the pilot'scontrol or for overriding by the control of the pilot, depending on therate of perfectness and extent of installation of the craft. Overridingautomatic controls can therefore be spared, when not desired or whenthey are too expensive for the user of the craft. An overridingautomatic control may for example hold three power plants at 2/3 or 3/4of maximum power during operation, but when one of the engines failsautomatically and immediately bring the two other power plants to fullgas or power. The pilot may then feel, that his craft now ascends alittle bit slower and thereby feel, that one of the engines has failed.He may continue his ascend to override an obstacle, like a tree, a houseor like or may continue his flight, when he desires only a shortdistance flight, or he may start his landing maneuver for repair orreplacement of the third engine. Details thereof are again obtainablefrom "Handbook of my Flight-Technology".

At bigger size craft of the invention, for example, in long-distancecraft or intercontinental craft of the principles of FIGS. 2, 3, 4, 13etc., the failure of one engine is no reason to stop the flight. At suchbigger or longer distance craft such a number of power plants isapplied, that the failure of one or two engines still allows thecontinuance of the flight. At Intercontinental or long distance craftthe engines can even be repaired in flight or replaced in flight,because the engines and pumps are located in the body of the craft andthey can be reached for repair by the mechanic. Engine-hydraulic powerplants as in the invention can be shut off from the fluid lines and theother sets of hydroengines can then continue to drive the craft. Afterrepair of an hydraulicengine set it can be connected to the respectivefluid lines again. The case of engine failure of an intercontinentalcraft of the invention over the ocean will even, when there are no meansfor repair, not prevent the aircraft from reaching its destination. Itmay just force the aircraft of the invention to continue the flight withslower speed and thereby to save fuel--see equation (16)--which thenwould just result therein, that, when an engine failed over Paris, theNew York bound craft would just-because of the engine failure-becomeable to fly not only to New York, but even to Chicago, just because itwas forced to safe fuel because it had one engine less in operation. Theonly discomfort would be, that the flight would last a longer time.

The possibility of continuing travel even at engine failure and thepossibility of repair of engines or transmissions at travel are nowadaysnot yet common even not in road traffic.

The four from each other separated pressure fluid flows of equal rate offlow which are produced in four separated working chamber groups withfour separated outlets in the pumps 1, 2, 3--which may for example bpumps of my USA patents, as mentioned earlier--extend as flows 61, 71,81 and 91 from pump means 1 of power plant 11 to the upper rotors 4, 5,6 and 7 of the four double rotor motors of, for example, my U.S. Pat.No. 3,977,302 and help to drive them.

Similar four fluid flows extend from pump means 3 of power plant 13 asflows 63, 73, 83 and 93 to the lower rotors 54, 55, 56 and 57 of thesaid fluid motors and help to drive them.

When--which should not happen--foreign particles, like dust or shavingsenter one of the rotors and block the rotation of one of the rotors, thepower plant will be stopped because of overloading. The other rotorswill then continue to drive the shafts to the propellers. Thecommunicated set of rotors in the motors, whereof one is blocked, arethen overrun by the revolving shafts by one-way or free wheeling meansthereof. Thus, even a blocking of a rotor of a propeller motor will notprevent the craft from flying.

The similar flows 62, 72, 82 and 92 are extending from the pump means 2of power plant 12 over one way check valves as in FIG. 6 or over similarone way flow means to fluid lines of the other pump and engine sets. So,for example, fluid flow 62 enters over the valve into fluid line 61and/or 81; fluid flow 72 enters over the valve into fluid line 71 and/or91; fluid flow 82 enters over the valve into fluid line 63 and/or 83;and fluid flow 92 enters over the valve into fluid line 73 and/or 93.

In case of blocking of one of the motor rotors the full power of thedrive-set 2, 12 will then flow in the rate of 1/4 of the full power ofset 2, 12 into the other rotors of the four fluid motors and drive themaccordingly in addition to the flow from the other still oparating driveset 1, 11 or 3, 13. In case, all rotors are healthy each of the rotorsof the four motors will then obtain one eighth of the power of thedrive-set 2, 12.

It would also be possible to apply four, five or more drive sets, so,that the specific communication of drive set 2, 12 can be spared.Instead of double rotor-motors it is also possible to apply single rotorpropeller motors. At small craft as shown in FIGS. 2 and 3 it is howeverdesired to limit the number of power plant sets in order to keep thetotal weight low for a smooth vertical take off and landing of thecraft.

In this connection it should also be mentioned, that the world today isled by axial piston pumps and motors. While those are suitable forground application, it is not necessary, that they are also suitable formain propeller drives of vertically taking off aircraft, where the lifeof the pilot and of the passengers depends on the reliability of thepumps and motors. Under the decades long application of axial pistonmotors the impression has risen worldwide that only achsial piston pumpsand motors are reliable and useful. Radial piston devices and radialchamber devices have for the medial and high pressure ranges almostdisappeared from the markets during the fifties and sixties.

This historical development is however not entirely directional forapplication in aircraft. Because the axial piston devices haveconnections between the pistons and the shoes or the drive flanges forthe conrods to the pistons and of them to the pistons. Thus, when insuch axial piston device a dust partical of too big size and of toostrong material would enter the clearance between the piston and thecylinder, the drive mechanism of the piston or for the piston wouldbreak. Axial piston motors are further single rotor motors. If in suchmotor such fatal break would happen, such motor-break would be fatal ina multi-propeller aircraft at least at vertical flight, like verticaltake off or landing. This shows, that the reliability on ground and thealmost force-governing of the hydraulic market by axial piston devicescan not give any absolute guarantee for safety in an aircraft of abilityfor vertical flight. It is rather highly riscful to use such axialpiston pumps and motors in vertically taking off and landing aircraft,because of the fatalness of sticking of a piston in a cylinder.

In the radial piston pumps and motors, which I apply in vertical takeoff and landing aircraft, there are no connections between pistons,shoes and drive means, like piston stroke actuators or guides. My U.S.Pat. Nos. 4,037,523 and 3,949,648 clearly show, that the pistons, pistonshoes and actuator or guide members are completely unconnected. Thepistons and shoes float freely in a bordered space. When one of thepistons of them would stick in the cylinder because of an equallydisastrous dust particle, that would not lead to a stopping or breakingof the pump or motor. The sticked piston would just rest in theinnermost location in the respective cylinder and the other pistons ofthe same rotor would continue to work. A respective pump or motor wouldjust lose a seventh or nineth of power and its running and torque wouldbecome at little ununiform, but the sticking of the piston would not befatal.

It may again be noted, that two power plants and pump sets would also besatisfactory, if correctly designed and build. In such case however, anengine failure during vertical flight might lead to a ceratain descendof the aircraft when no other emergency devices like auto-rotation ofthe propellers or the like would take an immediate action. Many fluidmotors of the inventor include such automatic auto-rotation of thepropellers in vertical flight like landing or taking off. It may bementioned also, that in many countries the use of a single power plantis allowed by law to drive and operate a helicopter. Thus, even a singlepower plant may be operated in the craft of the invention, when acertified aircraft engine or like is used. The pump means may then be afour-flow, six-flow, eight-flow device, according to the actualsituation. Instead of setting two wing-portion pairs onto the body ofthe craft it may also be possible to set one wing portion pair or three,four or more wing-portion pairs and propeller-pairs. The multiplearrangement is especially suitable when the aircraft shall serve as aweight carrying transporter.

The mentioning of an intercontinental aircraft of the invention shows,that there are presently not many limits as to the increase of the sizeof the aircraft. For the individual or for the family however a simpleand inexpensive craft is the first desire. The sizes of the aircraft ofthe invention can even be reduced to smaller scales and be minimized insize. That however requires an increase of power of the power plants.The smaller the size as higher is the fuel consumption for a givencarrying capacity. As larger the size of the aircraft is for a givencarrying capacity as lower will mostly be the fuel consumption. Thatshows, that the economy of operation may increase with the outerdimension of the craft. The bigger sizes are otherwise tending howeverto more float in the air and beeing of slow motion and delicate toturbulence in the surrounding air, while the smaller dimensioned craftare less delicate at turbulent air, faster maneuverable and speedier,but as the technological consequence also more expensive in operationand more fuel consuming. In small dimensioned craft, the fourcycleengine may not be strong anough and small shaft-gasturbines may berequired. They are adapted to drive the multi-separated flow pumps ofthe inventor. Such gas-turbines are extremely powerful at a very littleweight. For example 300 or more horsepower at a weight of around 65Kilograms. Details thereof are again visible in "Handbook of myFlight-Technology". However, such gas turbines have a certain fuelconsumption. I therefore attempted to utilize four cycle engines. It isnot required to use common aircraft engines. The common aircraft engineshave until now not proven to be specifically suitable for the aircraftof the invention. They are too heavy, because they are designed torevolve with such revolutions which are suitable to flange the propelleronto the crankshaft of the engine. They also fail to have flanges,whereonto the pump sets could be fastened. In addition many of them failto have the cooling fans for aircooling of the engine at vertical flightwhen there is no cooling airflow over the engine. Consequentelystraneous affords have been necessary over three decades to developsuitable hydrofluid conveying engines. They are now available inaircooled and also in watercooled versions, they are of little weightrelatively, and they are also reliable in operation.

The weight--lift balance of the craft of FIG. 2 is presently, when 2.4meter diameter propellers of Hoffmann composite light weigt types areapplied, as follows:

    ______________________________________                                        Weights:                                                                      Fluid motors 8 kg each (4 pieces)                                                                      = 32 Kg.                                             Propellers = 6 Kg each (4 pieces)                                                                      = 24 Kg.                                             Fluidpipe structure without bearings                                                                   = 18 Kg.                                             Fluid pipe structure bearings                                                                          = 10 Kg.                                             Wing skins (four sets)   = 52 Kg.                                             Light weight body        = 58 Kg.                                             one EHP power plant including pumps                                                                    = 99 Kg.                                             two 150 HP gasturbine EHP sets incl. pumps                                                             = 102 Kg.                                            Pivoting control arrangement                                                                           = 10 Kg.                                             Flexible fluid hoses etc.                                                                              = 10 Kg.                                             Total; excluded personal and fuel and tanks:                                                           = 415 Kg.                                            Lifting capability:                                                           Installed power = 410 HP max.                                                 Available to the propellers = 308 HP.                                         Lift = fl = 12.3 × fn = 47 × fp = 1.8 =                                                    =1040 KG.,                                           Lift max.                                                                     ______________________________________                                    

which gives enough reservation for the pilot and fuel.

When one of the main engines fails at start or landing proceedures withvertical wings and propellers, the power reduces maximally to 260 HP,giving into the propellers=195 HP, whereby fp reduces to 34. Thereby themaximum of lifting capacity reduces to 1040×34/47=752 Kg. To prevent theremote possibility of engine failure at vertical flight with difficultyof continuing to fly and to prevent accidents, that craft should not beloaded higher than to a total weight of 750 Kilogramms. Thereby thecraft obtains the ability to continue its move or hovering in the air,even, when one of the main engines fails during the critical period ofvertical start or landing. The gasturbine EHP's fivefold the price.

The weight--lift capacity balance of the example for the 2.4 meterpropeller craft shows, how relatively low the weight of the structure ofthe invention is. The fluid motors are specifically designed to fitdirectly to the structure of the pipes of the invention. They can befastended each by 14 M-8 inside hexagon bolts, also called cap srews.The propellers in this ample are non-variable pitch propellers. Thesehave the feature, that they are extremely reliable. They are madepractible in the invention by using variable DAV pumps of my products,patents or applications. At vertical lift the propellers require hightorque to become revolved. The pumps then run with smaller pistonstrokes for delivery of a lower quantity of highest pressure fluid. Atlater horizontal flight the propeller pitches which are non-variableare, however, then working at small angles of attack because of thehigher speed flight through the air. Thereby they are requiring lesstorque and can therefore revolve with higher rotary velocity to stillbeat in the air.

At the forwards flight speed of medial forward velocity of the craft,the two gasturbine EHP sets can be shutt off and the aircraft can thenfly solely on the more fuel--saving EHP power plant of FIG. 8.

In this explained sample, the aircraft is an extremely safe craft.Because the constant pitch propellers are reliable and do not break. Novariable pitch arm fittings are there and they can not break. At enginefailure at only limited hight above the ground, the common helicoptermay not have enough time to change to autorotation and may then crash.But the craft of the above example will not crash at an engine failure,because the remaining two engine hydraulic power plants will be enoughto continue to carry the craft at hovering, flight or even slight ascentto overcome an obstacle in the flight-path. This is a feature, seldomobtained by a helicopter or any other VTOL craft. These features areobtained by the structure of the pipes of the invention in combinationwith the holding of the motors, wings and driving of the propellers bythe fluid through them. Because the savings obtained in weight by theinvention are enough to employ the third power plant, thegasturbine-pump EHP set of 51 Kg of weight and 150 HP max, which are thespare engine for the safety at vertical take off and landing. Obviouslyno former art concept has made a craft which enough reduction of weigtto make the carrying of a safety providing plus-power engine possible ina VTOL aircraft which carries at vertical lift or descent the wings inaddition to the propeller rotors. In each discussed EHP set the pumpsare incorporated to the engine set and made to fit to the pipe structureof the invention. The fluid motors are made to fit also to the pipestructure of the invention and they are made to hold and drive thepropeller as well as including the bearings for the holding of thepropeller shaft, which in this case is the motor shaft. The thrusttaking bearings are also in the fluid motors. All holdings, bearings andlike of the former art have thereby been spared. Weight of the craft isreduced.

The sample of a hydraulic-engine power plant of FIG. 8 may be utlized asone of several possibilities to serve as drive set 1, 11, 2, 12, 3, 13of FIGS. 2 and 3 or 4 or as drive sets in other Figures of thisapplication. It consists of a combustion engine portion 623, a coolingmeans 625 which is commonly an air-cooling but may sometimes also be awater-cooling, a fastening means 621, 622, a turbo-charger 624 anddouble--flow or multi-flow hydraulic pumps 626 and 627 with deliveryports 631 t0 634 for the delivery of four separated flows of fluid ofequal rate of flow. One of the features of the sample of FIG. 8 is, thatthe power may be taken of from the crankshaft in the middle between aplurality of cylinders. So far that is generally known and exercised andhas the feature, that the crankshaft can be of little weight. A specificfeature of the invention however is, that two double flow pumps can bemounted head to head into a single drive-wheel. The drive wheel may bedriven from the crakshaft-middle by gears or a chain (or chains). Thethrust forces or traction forces exercised onto the drive wheel by thechain or gear can at this arrangement be counter-acted by the forces offluid in the cylinders of the pumps onto the rotors of the pumps. Bythis arrangement the resultant of load on the drive-wheel between thepumps can be reduced relatively to other arrangements or the wheel caneven float between those opposing forces, whereby friction in thebearings of the drive wheel can be reduced.

In a practically applied sample of such powerplants, build by theinventor, the engine portion including the turbocharger weighs about 75Kg including electric starter motor and can make about 100 to 120 HPdepending on charge-pressure and fuel. As two-cycle engine according toan U.S. patent application of the inventor it can make 150 to 180 HP atreduced weight of only about 70 Kg. The pump sets used in this powerplant set are standard products of the inventor, can be obtained fromthe inventor and weigh according to respective type about 5.6 to 9.0 Kg.Each pump takes about one half of the power of the engine and delieversabout a fourth of the power of the engine to each of the separated fourflows. The power is however reduced by the efficiency losses in thepumps. These are however small.

The power plant for the delivery of separated flows of hydraulic fluidof FIG. 8 is, however, only one sample of the drive sets which are nowavaible through the research institute of the inventor. For long-time orlong-distance travel, watercooled engine sets with or withoutturbochargers are occasionally applied for the long distance flight,while gasturbines or engine sets as that of FIG. 8 are added andoperated only at the short times of vertical flight.

In FIG. 10 a double winged aircraft is shown, having a body 420 with aheavy weight compartment 424 and a freight or passenger cabine 425. Theheavy weight compartment preferably contains the power plants, engines,pumps, 421 and 422 and other heavy material to form the weight centre inthe middle, but low in the body 420 of the aircraft. The body 420 isalso provided with two or more wing bearings 448 and 449 wherein themain bone--structures 430, 429 of the wings 433, 433 can be pivoted withsaid wings at an angular intervall 447. The main bar or main bone of thewings may contain fluid lines 442, 443, 444, 441, 451, 452, 453, 454 tofluid motors 435, 436 for driving the said motors and thereby thepropellers 439, 440 which are associated to said fluid motors. Saidfluid lines communicate respective chamber-groups of respective pumpmeans with respective fluid motors.

The propellers 439, 440 force air with high velocity over the wings 433,434. The profile of said wings then provides a wing--lift L which isnamed LF for the front wing and LH for the rear wing. The direction ofsaid wing lifts LF and LH is however not upwards, but upwards to therear as shown in the component arrow diagram of the Figure when thewings have the angular pivote--position as shown in the Figure. At sametime the propellers 435, 440 provide a traction S in the direction ofthe axis of propeller and fluid motor. Front traction is cited by SF andrear traction of propeller is cited by SH. The component of forcesdiagramm hows, that these forces SF plus LF summarize to the upwarddirected front force TF and at the rear of the craft the forces SH andLH summarize to the upward force TH. Both forces TF and TH are upwardsdirected, parallel to each other and equally distanced from the centerof the craft. The weight W is downward directed from center 455. ForcesTF plus TH and contrary directed force W keep the aircraft in straightposition. Increasing the sum TF plus TH over W brings vertical upwardsmove of the aircraft. Equalizing gives hovering and decreasing of thesum TF+TH below W gives vertical sinking of the aircraft of the Figure.

For forward flight both wings 433 and 434 are downward forwardlyinclined within the range of angle intervall 447 depending on thedesired flight path of the craft relative to the horizon.

It might be of interest, that the setting of the best angle of the wingsrelatively to the body and ground will increase the overal liftingcapacity in vertical direction. In the craft of FIG. 2 for example, whenit has 2.4 meter diameter propellers and 2.4 meter wing portions of 2squaremeter projection area, the best angle between SF and TF or SH andTH is about 12.5 degrees which is an inclination relatively to the bodyand the ground of about 77.5 degrees. The overall vertical lift is then2.4 percent higher, than the verical lift of the propellers withoutwings would be at vertical axes of the propellers.

The lift-weight balance becomes less favorable, when no gas turbines areapplied and only the fourcycle power plants of FIG. 8 are used. Thebetter lift-weight balance is thereby more expensive.

A further feature of the invention is, that practically unbreakablepropellers can be utilized at certain embodiments. For example,propellers, which have a constant pitch, but which are made of a singlepiece of material. For example of wood, compound, plastic, metal.Integral arms are then extending oppositely from the medial portion orflange portion. The fluid motors include the bearings to bear the rotor,whereby the rotor of the motor acts as propeller shaft and everypropeller bearings of the former art are spared and not necessary. Agood angle of attack for such fixed pitch one piece propellers isbetween 8 and 20 degrees at 3/4 of arms. It should be understoodhowever, that such propellers are not suitable for the knownmechanically driven VTOL craft with pivotable wings. Because to make theapplication of fixed pitch propellers, which do not break and which areof little weight only and which are inexpensive and reduce the weightand cost of the craft of the invention, it is necessary to apply a hightorque to the propellers at vertical lift with slower propellerrevolutions and to apply a higher rotary velocity with lesser torque tothe propellers in the forward flight. Because in the forward flight the"Cw" value of the propeller goes down, because of the then smallerrelative angle of attack to the air. But at hovering for example, therelative angle of attack in the air and to the air is higher, whichgives a higher "Cw" value and therefore requires a higher torque. Thisproblem ist managed at a given power of the power plant(s) according tothe invention thereby, that the delivery quantity of the pumps becomesmade variable. The pumps 1, 2, 3, or 626, 627 are then variable pumps.They then supply high pressure fluid at a lower rate of flow at verticalpropeller axes, but higher rate of flow with medial pressure at theforward flight of the aircraft. The pipes of the structure must be ofsmall diameters and their axes must be distanced from each other bymultiples of their diameters in order to obtain the rigid structure,capable of carrying a load in two normal to each other planes.

The embodiments shown in the Figures are examples only. When the rulesof the invention are obeyed, many modifications, departing from theFigures are possible without leaving the scope of the invention. Severalembodiments of the application may be applied not only in vertical takeoff capable aircraft but also in horizontally flying, starting andlanding craft. For example, the retractable propellers and fluid motorsof the invention as well as the fluid-pipe-structures of the invention,which carry the wings, whereby the wings carry the craft.

The application shall further serve to give a first impression about themany possibilities which arise by the utilization of the drive andcontrol--systems of the invention. For an understanding of alltechnological details and calculations the study of the "Handbook of myFlight-Technology" is recommended because for designing and building ofaircraft more knowledge is required than just the teaching of a patentapplication. The mentioned handbook is a compact short-cut on 600 pages(about) of the 50 million words and testrecords, which have over 30years of intensive work led to the less weight, compact and powerfuldevices like power plants and hydraulic devices, bone structures andother details of the invention.

Of the many possibilities this short patent application can bring only afew examples and embodiments. The sizes which are shown in thespecification bring also only a few of many different sizes and powers.The mentioning of sizes and powers in the application shall thereforenot give the impression that the invention is materialized in practicalbuilding and testing only for the specific sizes given. The "Handbook ofmy Flight--Technology" contains on its end the numbers and titles of myabout 470 patents and also numbers and titles of about an equal numberof scientific reports and test-reports, development reports and like.

The factors "fl", "fp", and "fn", which wre used in the lift to weightbalance of the example, are taken from the mentioned book "MiniIntroduction to a new technology" and they are the lift factor "fl"defined by the number of the propellers, the propeller factor "fp"defined by the diameter of the propeller's) and the power factor "fn"defined by the HP which are supplied into the respective propeller(s).

In summary, the embodiments of the invention consists at least of:

(1) In an aircraft in combination; a novel arranegement, whichcomprises: a body 31, at least one power plant 10, at least fourpropellers, 14 to 17 at least two pairs of wing-portions 24 to 27, afluid transmission, comprising fluid motors 4 to 7 between said powerplant 10 and said propellers, 14 to 17 to revolve said propellers bysaid motors with equal speed, means 501 etc, to vary the angle of saidwings and propellers relatively to ground, means 7, 2, 34, 35, 44, 45, 4to 7 etc., to synchronize the rotary velocity of said propellers 14 to17 to equal speed and a novel structure;

wherein said novel structure includes at least three pipes, f.e.: 34,44, 49 etc., whereof at least one pipe 49 is laterally located of the atleast two other pipes 34 and 44 and the distances of the axes of thepipes 34, 44, 49 are multiples of the diameters of the pipes;

wherein at least two of said pipes f.e.: 34 and 49 or 44 and 49 or 34,44, 49 etc.

wherein at least two of said pipes f.e.: 34 and 49 or 44 and 49 or 34,44, 49 etc. are utilized as fluid lines to carry in one line fluid to amotor and in the other line; f.e.; 4, or 5, 67, fluid away from saidmotor;

wherein said structure includes ribs 59 between said at least threepipes 34, 44, 49 to prevent deformation and dislocation of said pipesrelatively to each other;

wherein said pipes and said ribs form a rigid structure, f.e. 34, 44,49, 59 of capability to carry a load;

wherein the outer ends of at least two of said pipes are connected toports of one of said motors; F.e. 4, 5, 6, 7;

wherein said structure carries and holds on said outer ends of saidpipes f.e. 34, 44, 49 at least one of said motors; f.e. 4, 5, 6, 7;

wherein holding means 66 are provided on said structure, f.e. 34, 44,49, 59;

wherein said holding means are utilized to hold and carry at least oneof said wing--portions; f.e.: 24; or 26, 27, 25;

wherein said structure includes a pivotable bearing means, 29;

wherein said bearing means is carried in a bearing housing 30 providedon said body, 31;

wherein the inner ends of at least two of said pipes are flexiblyconnected to ports of a pump means 7.2 or 3 in said transmission tocarry fluid from said pump to said pipes and vice versa;

whereby said structure provides in combination; the holding of saidmotor, the holding of said wing, the temporary variance of the relativeangles of said propellers and of said wings relatively to the ground,the transfer of motor-driving pressure fluid to said motors to drivesaid propellers and the carrying of said body by said wings and saidpropellers during operation of said aircraft in the air;

or, in addition;

(9) The aircraft of 1,

wherein said propellers 14 to 17 are fixed pitch propellers of singlebody configurations with arms extending radially from a medial flangeportion, said arms are integral with said flange portion, and the anglesof attack of the arms of said propeller are set to work with bestefficiency at a predetermined forward speed of the craft; and,

wherein said fluid transmission means includes pumps 17.2 or 3 or 626,627, which are variable pumps and which are working with the maximums ofsaid forward speed of said aircraft, while their strokes and deliveryquantities are reduced to shorter strokes and smaller quantities ofdeliveries of fluid, but set to deliver higher pressure in fluid, whensaid propellers are departed with their axes substantially away from thehorizontal direction of the said axes of said propellers;

or:

(10) The aircraft of 1,

wherein the length of the laterally from the body of the craft extendingwing portions 24 to 27 are almost equal in length to the diameters ofsaid propellers 14 to 17 and their projection area equals one third toone half of the cross-sectional area of the respective propeller; and,

wherein for hovering and vertical movement of said aircraft the wingsand the axes of the propellers are inclined forwardly under an angle of12.5 plus minus 5 percent in order to increase the lift of the craft bythe summation of the propeller thrust components and the lift componentsof the wing portion to a substantially vertically directed lift whichexceeds the thrust of the propellers;

or; at least

(2) In an aircraft in combination; a novel arrangement, comprising: abody 31, at least one power plant 10, at least four propellers, 14 to17, at least two pairs of wing-portions 24 to 27; a hydrostatic fluidtransmission, comprising, a pump 7.2 or 3, arrangement and fluid motors4 to 7 between said power plant and said propellers to drive saidpropellers by rotors of said motors with one propeller each fastened toat least one rotor of one of said motors, means 507, 29, 30 etc. tovarify the angles of said wing-portions and propellers relatively to theground, synchronization means f.e.: 7.2, 3, 34, 44 etc. in saidhydrostatic transmission to synchronize the rotary velocities of saidpropellers 4 to 7 or 140, 150, 160, 170, to equal speed and a novelstructure in a plurality of such novel structures;

wherein said novel structure includes at least three pipes; 34, 44, 49or others;

wherein one of said three pipes f.e. 49 is located laterally of theother two, 34, 44, of said at least three pipes;

wherein said structure includes diagonal ribs 59 between said at leastthree pipes to prevent deformation and dislocation of said pipesrelatively to each other;

wherein said pipes and said ribs form a rigid structure of a capabilityto carry a multi-directional load of at least two components ofdirections of load whereof one of said components is substantiallynormal to the other of said components of directions of load;

wherein said pipes with the exception of a probable slight inclinationrelatively to each other are substantially parallel to each other andare of diameters of a fraction of the distances of their axes from eachother;

wherein the outer ends of at least two of said at least three pipes areconnected to ports of one of said motors;

wherein said structure carries and holds on said outer ends of saidpipes at least one motor of said motors;

wherein at least two of said pipes are utilized as hydrostatic fluiddelivery and fluid return lines to lead in one of said pipes fluid fromsaid pump arrangement, f.e. 1.23, to said motor, f.e. 4, 5, 6, 7 and inthe other of said two pipes fluid away from said motor and at leastindirectly back to said pump arrangement;

wherein holding means 59 are provided on said structure;

wherein said holding means are utilized to hold and carry at least oneportion of said wing-portions; 24, 25, 26, 27

wherein said structure includes a pivotable bearing means, 29;

wherein said bearing means 29 is pivotably borne in a bearing housing,30, which is provided on said body, 31;

wherein said pump arrangement delivers plural separate fluid pressureflows f.e.: 34, 35 of proportionate rates of flow equal in number to thenumber of said motors f.e. 4 to 7 and equal to the number of saidpropellers; f.e.; 14 to 17;

wherein each of said delivery fluid lines passes one of said separateflows of proportionate rate of flow to one of said motors to assure bysaid proportionate rates of flows proportionate angular rotaryvelocities of the rotors of said motors and thereby of said propellers;and;

wherein the inner ends of at least two of said at least three pipes aremovably connected to ports of a pump means of said pump arrangement insaid transmission to lead fluid from said pump arrangement to said pipesand vice-versa;

whereby said structure provides in combination;

a; the holding of said motor; f.e.: 4 to 7;

b; the holding of said wing-portion; f.e.: 24 to 27;

c; the temporary variance of the relative angle of said propeller and ofsaid wing-portion relatively to the ground and to said body;

d; the transfer of motor-driving pressure fluid of a rate of flowproportionate to the respective rate of flow of fluid in an otherstructure of said plurality of structures to and from said motor todrive said propeller with a rotary angular velocity proportionatelyrelatively to the rotary angular velocity of an other of said propellersand whereby said structure also provides;

e; the carrying of said body 31 by said wing-portion f.e.: 24 to 27; andsaid propeller f.e.: 14 to 17; during operation of said aircraft in theair;

or; in addition:

(3) The aircraft of 2,

wherein two of said structures 34, 44, 49 and 35, 45, 49 are combinedtogether on their inner portions to form a common structure withoppositionally directed outer portions;

wherein connecters which include at least three medial connection pipes125 are provided on the inner portions of said structures to connectsaid structures rigidly;

wherein each of said inner portions of said structures is provided withone of said bearing means 29; and

wherein said bearing means are pivotably borne in a pair of bearinghousings 30 of said body.

(4) The aircraft of 3,

wherein said medial pipes 125 of said connecters are fastened to saidpipes 34, 44, 49; 35, 45, 49, of said two of said structures in a smalldistance from the said inner ends of said pipes of said structures andsaid medial connection pipes of said connecters include laterally bentportions on the ends of said medial connecter pipes to permit open innerends of said pipes of said structures for cleaning of the interiors ofsaid pipes and for smooth connection of said pipes to at least partiallymovable fluid lines 61, 62, 72, 73, 81, 82, 91, 92, 63, 71, 83 or 93between said inner ends of said pipes of said structures and said pumpmeans 7, 2, 3, of said pump arrangement, while said medial connectionpipes form between said bent portions on their ends medial connecterportions of substantially parallel axes and one of said medial connectorportions laterally to others of said medial connecter portions.

(5) The aircraft of 3,

wherein at least two of said combined structures 34, 35 etc and 36, 37etc. are provided, one thereof on the front-portion and one thereof onthe rear portion of said aircraft, 37;

whereby said aircraft obtains at least four propellers 14 to 17 oradditionally 140, 150, 160, 170, and at least four wings 24 to 27 witheach two thereof oppositionally directed and located relatively to thelongitudinal medial vertical plane through the body of said aircraft.

(6) The aircraft of 5,

wherein a common control means (f.e.: 501 to 510 is provided andattached to said structures 35, 45, 49 etc., to incline the angles ofsaid wings 24 to 27 and the axes of said propellers 14 to 17 in unisonin proper relation to each other relatively to the ground and to saidbody 31.

(7) The aircraft of 2,

wherein the axes of said propellers 14 to 17 are slightly inclinedrelatively to the angle of attack of said wings, 24 to 27.

(8) The aircraft of 5,

wherein said propellers 14 to 17 or 14 to 17 and 140, 150, 160, 170,have diameters in proper relation to the length of said wings 24 to 27in order to create a lifting effect on said wings by the stream of airwhich is blown by said propellers over said wings.

When the common helicopter are investigated it is easily found that itis not easy to carry a craft on propellers in the air. The helicoptertherefore require very big diameter and sophisticated rotor bladesbecause otherwise, if they use small diameter propellers, the requiredpower would become too high and the vehicle would become very uneconomicin operation with only a short flight capability.

The present invention now teaches that this problem can partially beovercome by the provision of the multiple propeller pairs with equalspeeds of the propellers and with equal dime ions and directions of thepropellers. The "Ftl" factor of the invention gives a very accuratepicture of the influence of the efficiency of the transmission and ofthe number of the propellers which are applied.

That alone, however, can not provide an economic vertical take offvehicle with wings. Because the wings have an own weight. A vehicle ofthe invention must not carry only as much weight as a comparablehelicopter, but in addition it must carry the wing portions whichconstitute a considerable portion of the entire weight of the craft.Ideal would be if the craft can carry the weight of the wings withoutadding weight to the compareable helicopter.

All features of the invention would be lost if unsuitable heavy orineffient components would be used. It is, therefore, extremely criticalto use the correct and efficient components. For example, the powerplant(s) must run with a speed in excess of 2000 revolutions per minuteand so must the pumps because otherwise the engines and pumps would betoo heavy and the craft would not lift. The fluid used in thetransmission must have in the delivery pipes in excess of 1500 psipressure because otherwise the pumps, pipes and motors would become muchtoo heavy and the aircraft would not lift. Further, the pipes of thepipe structure must have a specific thickness of the walls and they mustbe of a specific diameter in order to realize a light weight structurewith capability to lead the fluid and to carry and hold the wings.

If these rules are not obeyed the aircraft can not lift vertically offfrom the ground.

It is further suitable to make the wings able for assembly anddisassembly on the pipe structure. The wings must be low weight wingsand they shall not be used as holding means in the bearings. Since thepipes and the wings may be different material with different elongationsat different heat, the fastening of the wings to the structure must bedone as described in the specification. The details of the pipestructure are investigated in the following:

The equation (14) which led to FIG. 19 is the basic discovery of theinvention because it exactly evaluates the situation includingefficiencies in the transmissions for vertical take of a landingaircraft.

The actual structure of the aircraft off the invention is the result ofthe basic consideration which led to equations (13, 14) and FIG. 19. Thesignificance of this "Ftl" factor for the actual building of economicvertical take off aircraft will bcome appearant when an example of suchaircraft will be calculated. This will now be done in the following.

For the start of the calculation the diameter of the propellers shall bedefined, because the aircraft may have to be put into a small car'sgarage or it may be forced to fly in narrow spaces, to start or landfrom or on narrow gardens and the like. It will therefore be defined inthis example, that the diameter of the propellers shall be 2.4 meters.These propellers are available by composite construction from theinventor for whom they are built, for example, by the Hoffman propellerworks. The next means is the power plant and it shall be able to supplyabout 267 horsepower.

Assuming these data applied to the common one rotor helicopter, the tailrotor would use a portion of the output of the power plant and the gearsbetween the power plant and the main rotor as well as between the powerplant and the tail rotor will have some losses which reduce the usuablepower further. Estimating 25 percent overall losses, the useable powersupplied into the propeller will be 266.67×0.75=200 horsepower. At thispower input the 2.4 meter diameter propeller will, according to equation(13) lift: ∛2×0.125×4.52×1500² =≈633 Kg; with 4.52=m² =2.4² π/4 and1500=200 HP×75 Kgm per HP.

In short, the helicopter will lift 633 kilogram×0.79 propellerefficiency=500.07 Kg.

Using now equation (13) for the building of an aircraft of the inventionwith 4 propellers of equal sizes and diameter, namely 2.4 meter diameterone obtains: ##EQU1## Therein again 25 percent losses in thetransmissions are assumed, which brings 0.75 percent efficiency of thetransmissions. One immediately sees that about 790-500=290 kilogram morelift are obtained by the propellers of the invention, than the common 1rotor blade helicopter of equal power and size of propeller would have.The efficiency of 0.75 percent of the transmission is justified therebythat the inventors pumps and motors have obtained in tests inuniversities and corporations in Europe efficiencies of up to 94percent. Thus, assuming 90 perecent efficiency for the pump and 90percent for the motor, provided that the pumps and motors of the presentinventor are used, the pump plus motor would bring 0.9×0.9×0.81 percentefficiency and about 6 percent of the efficiency of the hydrostaticdrive of the propellers would be lost in the pipes of the structure, inthe flexible hoses between pump and pipes and at other small locations.Thereby the overall efficiency of the transmission with 75 percent isjustified. Thus, the 290 kilogram additional lift by the propellers ofthe craft of the invention is actually obtained.

That alone, however, would not bring the desired benefit because inorder to obtain this additional lift, additional weight of componentswhich are added to the aircraft of the invention. Consequently to obtainan overall picture it is useful to calculate all the added weights whichare added to the aircraft of the invention. These are the four wingportions, the pipe structure to carry the fluid and hold the wingportions, the motors and on them the additional three propellers. Safedin the aircraft of the invention are the tail rotor, the transmissionbetween the power plant and the main rotor as well as the weight of thetransmission between the power plant and the tail rotor, the tail rotorholder assembly and the like of the common helicopter. This actualweight is not known and shall be estimated to be about 100 kilogram.These 100 kilogramm are later to be subtracted from the added weight ofthe invention, because these weights of the common helicopter are sparedby the present invention.

The weights which are added to the aircraft by the present invention,are as follows:

Each such propeller weighs 6 kilogram. Three propellers are added. Notethat the helicopter already had one of the propellers. Therefore onlythree additional propellers are added, which gives 3×6 kilogram=18kilogramm added weight of propellers.

The wing portions may be of composite fiber reinforced plastics, (FRP),for example, Kevlar or carbon fiber, whereby the weight of each wingportion will be maximally 12 kilogram, bringing together 4×12=48kilogram weight of added wing portions.

The weights of the pumps and motors are known from the inventor'skatalogues to be maximally 10 kilogram per motor and maximally 24kilogram of the pump. That gives 4 times 10=40 plus 24=64 kilogramweight for added pumps and motors. The flexible hoses between the pump'soutlets and the pipe structures is about 9 kilogram. The so added weightuntil now is: 18+48+64+9=139 kilogram.

The important portion of the aircraft whereon the stability andreliability of the drive of the propellers and the holding of the wingportions depends, is the main pipe structure. It must be calculatedcarefully. Calculating first the thickness of the walls of the pipes andassuming steel pipes (hydraulic flash pipes) for easy and comfortablewelding and a desired inner diameter of 16 mm for flow of fluid withreasonable velocity in the pipes with not too high friction losses inthe pipes (6 percent losses were assumed above) the first estimate is awall thickness of 2 mm and the pressure useable in such pipes iscalculated by equation (23): ##EQU2## with therein σ=inner stress in thepipe and "n"=D/d with D=outer and d=inner diameter of the respectivepipe. Having used 20 mm outer diameter and 16 mm inner diameter of thepipe and permitting 20 kg/mm² inner stresses in the pipes (which permitmaxiamally about 50 kg/mm² stress), one obtains: ##EQU3## or, in otherwords and dimension, about 412 atmospheres or kg/cm² pressure arepermissible in the pipe structure with outer diameter=20 mm of each pipeand a wall thickness of 2 mm. (Since only about 360 bar max will be usedand since a great safety factor was used, this shows that even pipeswith 18 mm outer diameter and 1.5 mm thickness of the walls of the pipesmay be satisfactory. (2 and 1.5 mm wall thickness pipes permit an easyand comfortable welding).

It is still to be found whether such pipes which can carry the highpressure fluid can also carry the wings and the forces exerted by thepropellers. For this the body 31 of the craft shall be 80 cm wide topermit space for two persons side by side. The motors must be placed atleast 1.2 meters away from the outer side of the body because otherwisethe tips of the propellers would run against the body. Thus, calculatingfrom the medial vertical longitudinal imagined plane of the body of thecraft the length of each pipe of the structure to the respective centerof the motor will be at least 40 plus 120 centimeter, or at least 1.6meters That would give 3.2 meters between the axes of the right and leftmotor. Giving an additional freedom of 0.1 meter one obtains 3.3 meterlength for each pipe. Since the pipes are not fastened to the axes ofthe motors but to the holding plates of the motors, the actual distancebetween the axes of the right and left fluid motor to drive the rightand left propellers will be about 3.5 meters, which shows that enoughfreedom remains to adjust for unforeseen requirements of additionalspace(s).

The weekest point at which the pipe structure would break under theforces of propellers and wing portions exerted onto the pipe structureis the central portion of the structure, there, where the structure goesthrough the mentioned imaginary medial face of the body of the aircraft.From there to the axis of the respective propeller will now be adistance of 1.6 to 1.75 meters. Assuming 1.7 meters one obtains thefollowing torque of the propeller:

1006 Kg/4=251.5 Kg per propeller on an torque arm of 1.7 meters brings:427.55 kilogram meter torque per propeller onto the pipe structure Thedistance of the axis of one pipe from the next shall be in vertical andhorizontal direction in the cross section 10 centimeters to fit suitablyby straight pipes to the ports of the motors. The front pipe is thenunder compression stress and the two rear pipes are under elongationstresses if the propeller tracts with the mentioned 251.5 kilograms.Simplifying to equal pipe cross sections to front and rear of the medialline around which the stresses in the structure appear, one obtains thefollowing torque in the mentioned medial place in the mentionedimaginary plane: 251,5: 0.05 meter=5030 kilogramm (with distance of therespective pipe from the medial, neutral line of stresses=one half ofthe mentioned 0.1 meter distance of the axes of two pipes of thestructure.).

There must be at least three pipes in the structure, since vertical andhorizontal torques appear, namely the torque exerted by the wing portionnormal (perpendicular) to that of the respective propeller. Further thepipe structure requires diagonal ribs between the pipes becauseotherwise the pipe structure will not be rigid and not be able to staystabil. Assuming the ribs in weight and strength equal to two of thepipes one can calculate that five pipes per structure are used. Thestrength of the pipes is about 60 kg per squaremillimeter. The crosssectional area of the 20×16 mm diameter pipe is (20² ×16²)π/4=113.1squaremillimeter Multiplied by 5 pipes give 113.1×5=565.5squaremillimeter. Dividing now the found 5030 kilogramms of load in themiddle of the pipes of the structure by the available 565.5/₂ =282.75mm², for 2.5 pipes in expansion stresses, one obtains: 5030/282.75=17.78kilogram per squaremillimeter. That is less than one third of themaximal strength of the pipe and therefore permissible. One sees hereagain that even 18 mm outer diameter pipes with 1.5 mm thickness of thewalls might be satisfactory. But now only the very safe side shall beconsidered. In short, the pipes of 20 mm outer and 16 mm inner diameterwith their axes 100 mm vertical and horizontal apart from each other,are satisfactury to carry all loads which appear in the structure.

What is the weight of such a pipe structure if the structure is made ofsteel pipes for easy welding, good strength and low costs? The crosssectional area was above 565.5 square millimeter, equal to 5.655 squarecentimeter and the length was 3.3 meter=330 centimeter. Multiplyingbrings 1866 cubic centimeter or 1.866 cubic decimeter. The weight ofsteel per cubic decimeter being 7.8 kilogram one obtains 1.866×7.8=14.56kilogramm for one pipe structure between a left and a right propellerdriving fluid motor. Add 5.46 kilogram for the two bearing housings andbearing bodies, one obtains 20 kilogram per pipe structure, and, sincethe aircraft has 2 such structures, one has the added weight of 40kilogram for the structure with the bearings of the pivotal bearingarrangement. This added to the already bound 139 Kg. yields 179 kilogramadded weight for the aircraft of the invention. That looks very hopefulsince it can carry 290 Kg. more than the compared system of the commonhelicopter.

The helicopter would use an aircraft engine which would at the HP weightabout at least 110 kilogram. Note that gas turbines will not be comparedbecause they are too expensive for an inexpensive aircraft and furtherthe only available in the suitabnle power range are the KHD accessorygasturbines of the European "Tornado" fighter plane and they will not besold to nonmilitary persons. Thus, a gasturbine of suitabkle size is notavailable and twenty to thirty times too expensive for application of aninexpensive aircraft with vertical take off capability to private orpersonal use of the average citizen.

In the aircraft of the present invention, the inventor's "ultrapower"engine of FIG. 43 may be applied. It gives maximally 140 horsepower atslightly more than 10 000 rpm and weighs 36 kilograms. Two of theseengines have to be applied to get the required and calculated HP output.That gives 2×36=72 kilogram engine weight. Add 24 kilogramn for thesecond four flow pump, gives 72+24=96 kilogram weight. Since the engineof the common helicopter weigh 110 kilogram, a weight of 14 kilogram issaved. Since earlier already 100 kilogram were saved, the total savingnow is 100+14=114 kilogram. The added weight was 179 kilogram.

Comparing now the added and saved weights of the aircraft of theinvention and of the equivalent of a common helicopter brings thefollowing balance:

    ______________________________________                                        Added weight of                                                                           179 kg. obtained added lift:                                                                           290 kg.                                  added components:                                                             minus saved weight:                                                                       114 kg. minus added weights:                                                                            65 kg.                                  actually added                                                                             65 kg. benefit of lifting capacity:                                                                   225 kg.                                  weight:                                                                       ______________________________________                                    

This shows impressively how important the finding of the "Ftl" factor ofthe present invention is because it makes now possible to builtinexpensive craft with the capabilities of helicopters but with theadded ability to fly horizontally on wings. And, also very important, ifthe rules of the present invention are obeyed, such aircraft which hasan added weight because it has to lift the wings vertically upwards,which a helicopter does not have and needs nmot to lift them, the craftof the invention will lift net more than the equivalent helicopter withthe single rotor of equal size and dimension.

This contradicts with the practical experience from the history thatvertical take off aircraft with wings have either not been built or theyrequired expensive gas turbines. It is now easy to assume that thereason for these historical failures lay in the use of either too heavyand too many parts as in the Olsen patent or the the use of too heavycommon aircraft engines with too slow revolutions resulting too heavygearing means or in the false conseptions, as for example, in the Haakpatent of the prior art.

It is of interest in the new equations(s) (13, 14) of this presentinvention that a doubling of the power gives 4 times in the square andthat yields 1.5874 in the third root thereof. This shows that thearrangement of 4 propellers of equal size compared to one brings thesame increase of lift as a doubling of the engine power would give. Areduction of the power used to one half of the power brings about 63percent of lift or a reduction of only 37 percent of lift.

The helicopter may make up for this disadvantage by using a biggerdiameter propeller. Since the area is d² π/4 and since √4 is 2, thediameter of a single rotor helicopter would have to use a propeller(rotor) of 2 times bigger diameter, namely 2×2.4=4.8 meter diameter toobtain an equal lift.

I am now nearing the discussion of the long-distance or intercontinentalvertically taking of craft of FIG. 13.

For the short-range flights of several hundred kilometers or a very fewthousand kilometers, the craft of the systems of FIGS. 2 and 3 are verysuitable and almost ideal, because the travel time and costs to theairport can be spared. The times at red signals on roads can be sparedand the destination can be reached faster and for less money than withnowadays conventional transportation means. For intercontinental flight,however, the propeller diameters of the craft of FIGS. 2 and 3 are toosmall to be able to carry the needed large amount of fuel vertically up.An intercontinental craft may have an amount of fuel which may be asheavy or even heavier than the other total weight of theintercontinental aircraft. The weight of fuel again depends also on thespeed of the craft. The intercontinental craft should however not travelwith a too small speed, because the travel times would becometroublesome long at such long intercontinantal distances. The weight ofthe fuel required is therefore a major difficulty for vertical take offcraft for intercontinental or long-distance travel.

As follows from the equations of this application. there are only threepossibilities to increase the lifting capability and thereby to increasethe ability to lift a large weight of fuel fuer long distance orintercontinental travel; namely:

The two possibilities which existed and can be found by equation (10)are, either to increase the value "F" by increasing the diameter of thepropeller and to increase the power "N". Both possibilities are,however, limited. Greater "N" requires greater weight and fuelconsumption. Propeller diameters can not be build unlimited in size. Tothese two possibilities, I added the third possibiliy, namely to utilizea plurality of propellers driven by fluid streams of proportionate rateof flow. Thus, I introduced also in the equations, the greater number"M" of the propellers.

To utilize the first two possibilities leads not to an easy success foran intercontinental--or long distance vertical take off plane. Theincrease of power again increases weight. The added weight againrequires more power and more fuel. To utilize vertical take of jets, assome military aircraft do, would mean to use up fuel for hundreds ofmiles of flight at the few minutes of vertical flight for take off andlanding. A possibility however remains the utilization of the multiplepropellers "M" of the respective equations of this application incombination with larger propeller-circle areas "F".

Accordingly, in the sample of a long-distance or heavy load craft ofFIG. 13 of the invention, a plurality of large size propellers areutilized to carry the craft vertically up or to set it vertically down,but in horizontal flight to retract the larger propellers into theaircraft to reduce the resistance in flight and thereby safe fuel. Thepiloting of such craft with retractable propellers needs training andexperience. The long-distance or heavy-load carriers of FIG. 13 are alsonot now fully build, because their costs exceed the financial resourcesof the inventor. They are, however, calculated in detail and designs canbe delivered in case of need and payment. FIG. 13 brings at present timethe highest possible lifting capacity for heavy weight, long-distance orintercontinental vertical take off and landing craft between the severalconcepts of this application.

In FIG. 13 the aircraft body 700 has wings 701,702 with ailerons 709 andsubstantially long-cigar-shaped streamlined hollow bodies 707,708 on thetips of the wings 701 and 702. The body 700 has two openings 805 whichare the ports of two respective or of one combined hollow space(s) 805which are preferably located in the upper portion of the body 700 of thecraft.

The upper part of FIG. 13 shows in principle a foldable propeller withblades 811,812 fastened on holder 815 of the shaft of fluid motor 805.The unit consisting of the fluid motor with the propeller will be citedby referential 805. The openings 805 in the body 700 of the craft areopenings to spaces 711 for the reception of each one propeller-motor set805. The hollow bodies 707,708 on the wingtips also contain spaces 712and 713 for the reception of each one motor-propeller-unit 805. The saidspaces 711 and 712 and 713 are therefore provided to be able to containfolded motor-propeller units 805 of a propeller radius of about thelength of a wing of the craft of about the length of about a half of thelength of the body 700. Thereby an extremity of large propeller circleareas "F" is obtained combined with the plurality of "M" propellers,namely 4 lifting propellers which brings 1.58 times higher gross liftthan a single propeller of equal size would do. At vertical take of thepropeller sets will be located with fluid motors 805 at the four placesshown in FIG. 13, namely on the front tip and rear tip of body 700 andon the tips of the wings. The axes of the propellers will then bedirected vertically. When the craft will have obtained enough forwardspeed to be able to fly on the wings, the propellers 805 may be pairwisebecome retracted into the respective spaces 711,712,713. The aircraftwill thereafter continue to fly as a usual aircraft of my U.S. Pat. No.8,823,898. The craft will then be carried on the substantiallyhorizontally directed wings 701 and 702 and be driven by the at leastone pair of propellers 705,706 which are arranged symmetrically of thebody 700 and which are driven by fluid motors which are driven by arespective number of separated flows of hydraulic fluid at equal rate offlow. The elevators 704 may be provided on the craft and so may be aside-rudder, not shown in the Figure. The propeller pair(s) 705,706 maybe applied on the wings 701,702, on respective arms or on the end-wings703 of the elevator-portion of the craft.

The craft of FIG. 13 can thus obtains an extremity of high lifting andcarrying force for vertical take off and landing as well as obtaining ahigh speed and economic horizontal flight. When the weight carryingcapacity is used to a considerable exten for carrying fuel, the craftwill be able for long-distance flights or even for intercontinentalflights.

How to subtract the propeller sets 805 into the spaces 711,712,713 ofthe craft, is shown in the upper part of FIG. 13. The arms 602 carry themotor 805. Fluid lines 801 and 802 are extended through the arms 602 andtherefrom through swing-bodies 804 into and out of the fluid motor 805.The arms 602 have ends which form bearing housing portions 803 whereinthe bearing body portions 804 of the motor 805 are pivotable orswingably borne. The fluid to and from the motor 805 is led through thefluid lines 801 and 802 respectively. The bearing sets 803-804 providethe possibility to swing the respective motor 805 with the propellerthereon from vertical into horizontal position and vice versa and intoany desired angular position between them. The shaft of the fluid motor805 carries a flange 815 with swing-bearing holding portions 813 and 814wherein two (or more) propeller arms 811 and 812 are swingably borne. Aremote controlled axially moveable member 806 which may be driven by acontrol flow of fluid may moved in the shaft or rotor hub of the fluidmotor 805 and thereby move another swing bearing 808 forward or backwardfrom or to the motor 805. Swing arms may extend from swing bearing 808to further swing bearing connections 809 and 810 on the propeller arms811 and 812. Thus, when the control-member 806 is extended (movedoutward) from the shaft of the fluid motor 805, the the propeller arms811 and 812 are swung into a radial position to act as propellers duringtheir revolving. When the control member 806 however is retracted intothe innermost position in the shaft of fluid motor 805, then thepropeller arms are swung forward into a to each other substantiallyparallel position as shown in the upper part of FIG. 13. In this "swungin" position the propeller-arms then are substantially within the sameradial dimension relatively to the motor axis as the holding arms andthe motor are and the whole unit can now be re-tracted into a respectivespace 711,712,713 of the aircraft. More details of an example of aretractable propeller are shown in FIG. 16. In FIG. 13 are only thosemeans are described, which are not described in detail in FIG. 16. Thedescription of details is kept to a minimum in FIG. 13, because moredetails will become known from the discussion of FIG. 16.

A very convenient retractable propeller is shown in FIG. 16. Thismotor-propeller unit can also be used in the craft of FIG. 2 or 3.Accordingly a space 488 is located in a body 489 in the wing or inanother portion of the aircraft. It is epecially effective when thespace 488 is provided in a wing or wingtail of the craft. Body 489 isconfigurated to receive in the space 488 therein a fluid motor 482-493and to let the motor 482-493 move backward and forward in space 488. Adrive mechanism 485 may be associated to the space 488 and be connectedto the fluid motor 482-493. The drive mechanism may be a hydraulicpiston in a hydraulic cylinder and receive fluid through control fluidlines 483,484 to move the drive piston of it forward or backward inspace 488 and thereby motor 482-493 forward or backward in space 488.Motor 482-493 drives and carries a foldable propeller with at least onefoldable propeller-arms as those in the upper part of FIG. 13. In FIG.16 the fluid motor and propeller are demonstrated in the two extremepositions. At inward location the fluid motor is shown by motor 482, atoutward location the fluid motor is shown by fluid motor 493. At theoutward or forward location of motor 493 the propeller arms 496 and 497are radially extended for operation as propellers as seen in FIG. 16.The radial extension of the propeller arms may be done as in FIG. 13,top part, or the propeller arms may even extend themselfes--swingthemselves--into the radial position by centrifugal force during highspeed revolution. In the inner or backward position the fluid motor 482is retracted into the deepest possible location inside of space 488. Thearrangement of FIG. 16 is now my U.S. Pat. No. 4,136,845. Thisarrangement is not claimed by claims in this specification but shown fora better oversight of the practical possibilities of aircraft building.

The propeller arms 486,487 are now forwardly folded, substantiallyparallel to each other, in order that they find enough place in thechamber 488 to be subtracted thereinto and to be kept therein. Thefolding of the propeller blades into the forward position for retrcationinto chamber 488 may be done by remote control as in the upper part ofFIG. 13, but it may also be done automatically. In the latter case, therotary velocity of the shaft of the propeller motor may define thedirection of the propeller arms. For example, a high rpm of the rotor ofthe fluid motor may swing the propeler arms into theradial-propeller-action position by centrifugal force, while a low rpmor non-revolving may swing the propeller-arms under a spring orlike-action into the forwardly swung position. The automatic positioncontrol of the propeller arms by the rotary speed of the fluid motor(s)is especially convenient, because it can be easily handled by the pilot.A medial revolution speed of the fluid motor(s) may define a positionbetween the extremes of position and thereby enable an intermediaterange of propeller action. If smoothly arranged and controlled theretraction of the propeller and fluid motor as well as their extensionmay be suitably handled and even be steplessly variable during theconversion process. When the propellers are of relatively smalldiameter, as those in the craft of FIG. 2 or especially of FIG. 3, theextension- and retraction-action of the fluid motors and propellers ofFIGS. 13-top and FIG. 16 can be handled smoothly and without excessivedisturbance of smoothness of flight or flight-stability. In FIG. 16 thefluid lines 465,466,463 and 464 are the fluid lines to the fluid motor482,493. Flexible fluid line portions may extend from them to the portsof fluid motor 482,493 in order to facilitate the forward and backwardmove of the motor with the propeller arms in the space or chamber 488.The fluid pipes 463 to 466 are forming the bone-structure or the fluidline structure of the respective wing portion The outer cover(s) 481 ofthe wing which forms the airfoil-shape may be fastened on thefluid-pipe-structure 463 to 466. The motor-propeller-containment-chamber489 may also be fastened to the fluid-pipe-structure 463 to 466 of therespective wing-portion.

FIG. 12 shows an aircraft seen from above, with two propellers withvertical axes in the wings. This is my eldest priority application ofDec. 5, 1965 and now seen in my U.S. Pat. No. 3,320,898. This patentexplains in detail, how separated flows of equal or proportionate rateof flow can be produced and utilized to synchronize the counter rotatingpropellers of a propeller pair for equal angular rotary velocities andthereby to keep an airborne craft stable in the air or in flight. Thementioned patent may help to find the basic technology, which isutilized in the present invention.

In FIG. 12 the aircraft 1 has a power plant 13, which produces two flowsof separated outlets with equal rate of flow through separated fluidlines 6 and 7 to motors 4 and 5, which carry propellers 2 and 3 in ductsand 10 in wing portions 11 and 12. The mentioned patent describes indetail, how the separated flows with equal rate of flow are created bymeans 13. The importance is, that this priority patent discloses, thatthe equal rate of flow in separated flows is utilized to drive themotors 4,5 and thereby the propellers, 2,3 which are borne by the shaftsof the motors, with equal rotary velocity. That is the basic principle,which is also used throughout the present invention.

FIGS. 14 and 15 show another example of the fastening of a fluid motorand of a wing portion on the pivotable or even on a non-pivotablefluid-pipe-structure of the invention. When the structure is fixed,which means, non-pivotable, it carries the fluid motor(s), propeller(s)and the respective wing portion(s) of a substantially horizontallyflying aircraft of my U.S. Pat. No. 3,823,898. The structure of FIGS. 14and 15 as well as the fluid-pipe-structure of FIG. 3--without thepivot-bearing arrangement can therefore be applied also innot-vertically taking off aircraft of the fluid drive system of my U.S.Pat. No. 3,823,898 and similar aircraft. The fluid pipe-structure,herein often simply called "structure" is, however, a novelty of thispresent invention, regardless, if that of FIG. 4 or that of FIGS. 14 and15 is concerned. One specific feature of the structure of FIGS. 14 and15 is, that the fluid pipes are entirely straight pipes without bends.They can therefore be very easily cleaned and they are very inexpensivein production. The fluid motor 461 has respectively a number offastenings and/or of ports corresponding to the number of fluid pipesapplied. In the sample of FIGS. 14 and 15 there are four fluid pipes 463to 467 arranged on the corners of a rectangle or of a square. Respectiveribs between the pipes may be set. Two of the fluid lines in theseFigures are delivery fluid lines and the other two are return fluidlines. Half-profile ribs, namely upper profile ribs 467-A and bottomprofile ribs 467-B are moved from above and from bottom respectivelyover the fluid-pipe structure. Medial connection ribs 467-D are then setover portions of the upper and bottom profile ribs 467-A and B and theyare riveted, bolted or welded to them, in order to keep them togetherand thereby to hold the profile ribs on the structure. The outer coversheet 468 is then moved over the plurality of profile-ribs 467-A-B,whereby the wing portion 460 becomes a complete and fastenedwing-portion, borne by the structure and carrying the structure and thecraft in horizontal flight. When the system of these Figures is used ina vertically take-off capable craft, the propellers are carrying thewing portions and the craft at vertical hovering or flight. In theInter-Thrust-Range of move the respective propeller(s) and wingportion(s) may then carry the craft together. FIG. 14 is across-sectional view through FIG. 16 along the line XIV--XIV. Theprofile rib portions 467-A and B may define the airfoil-cross-sectionalsize and configuration of the wing portion 460. They are preferred tohave outcuts which fit precisely around the outer faces of therespective fluid lines of the fluid-pipe-structure. The fluid pipes maybe fastened onto the fluid motor 461 by bolts and carry the motorthereby. The motor 461 carries a propeller 462 and drives the same.Thus, the complete holding and driving mechanism of the fluid motor, ofthe propeller and of the wing is of a most simple and not expensivestructure consisting of straight pipe portions, plane rib-profile-platesand an outer wing-cover together with bolts and/or rivets.

FIG. 10 demonstrates further, that an upper body portion 460 may connectthe holders 448 and 449 of the craft. The holders 448 and 449 form boresalong equal axes on the left and right side of the body or body portion460. As seen in the top portion of FIG. 10, the bearing bodies 427 areset int the interior bores of the holding portions 448 or 449respectively. Structure pipes 441 and 444 extend through the bearingbodies 427. The bearing bodies 427 may be pivoted in holders 448 and/or449 respectively if so desired. If the structure pipes 441 and/or 444are fluid line pipes, the connectors or ports 544 or 644 may be set andribs 958 may be provided or be strengtheners if so desired.

FIG. 17 shows together with FIG. 18 a modification of my aircraft andthereby another embodiment of the invention. It has a main pipe 1014which is pivotably borne in the body of the craft. The medial portion ofpipe or carrier 1014 is in the Figures provided with a wider portion1004 which may be a surrounding pipe portion of a bigger diameter. Themedial portion 1004 is pivotably borne in bearing housings 1005 and 2005on the left and right wall of the body 1001 of the craft. As FIG. 17shows, a drive means, like a cylinder 1024 with a piston 1023 is borneby member 1025 in the craft 1001. The other end of the drive means1023-1024 is connected to a portion of the structure, for example topipe 1015. Moving piston shaft 1023 in cylinder 1024 inwards or outwardswill thereby define the pivotal movement of the main pipe 1014 with 1004in bearings 1005, 2005 and thereby define and control the angle of thewing portions 1016, 2016 and/or the motors 1002, 2002 and propellers1003, 2003 of the aircraft. The rear ends of the wing portions may carrythe wheels 1027 by holders 1026. When the wing portions, propellers andmotors have about an angle relatively to the ground as shown in FIG. 22,the craft is very effective for short take off and landing. If the axesof the propellers are inclined relative to the wing portions to create alift of the wing by the air which is blown by the propeller over thewing, the craft may even take off and vertically. The wheels 1027,however, permit a rolling on the ground and may be of convenience, whenspace for short take off or landing is available. The at least threepipes or two pipes plus a strengthener, are shown by referentials 1014,1015 and 1022. Parts 1015 and 1022 may swing through openings in body1001 when the arrangement is pivoted. The pipes are provided with theribs 753 as usual in the other Figures of the application. The holders1017 are extensive provided in order to permit plural holding bores orthreads 1018, 2018 for fastening the wing portions with plural fastenersonto the pipe structure. Pipes 1014 and 1015 extend through the body1001 of the craft from one motor 1002 on the right side to another motor2002 on the left side of the craft and they carry by holders 1017, 2017the wing portions 1016 and 2016. On the outer ends the pipes 1014 and1015 have holding plates 1021 and 2021 with preferredly plane faceswhich are normal to the axes of the pipes 1014 or 1015. Thus, the pipes1014 and 1015 form straight pipes with straight interior fluid linesalong unbent axes. The pipes can thereby be cleaned from the endswithout difficulties. In the middle of the pipes, the interior stoppers1009 are inserted closely fitting into the interior of the pipes or atleast into pipe 1014 or pipe 1015. Thereby the interior of pipe 1014 is,as seen in FIG. 18, divided into two separate fluid lines, one to theright motor 1002 and one to the left motor 2002. Entrances or ports 1010and 1011 are provided on a medial surrounder 1006 to pass separatedflows of fluid separately and individually to the fluid motors 1002 and2002. If the medial wider portion is a hollow pipe 1004, there shouldalso be stoppers 1008 be provided in the middle of the medial portion1004 to separate the ports 1010 and 1011 and the flows therefrom intothe separate fluid lines of the right and left portions of fluid linepipe 1014. The fluid motors 1002, 2002 may be provided with bearingholders 1020, 2020 to hold bearings 1019, 2019 for long shafts of themotors, which carry and drive the propellers 1003 and 2003 2003respectively.

By the embodiment of FIG. 18 a fluid pipe structure is obtained, whichcan be fully and effectively cleaned inside and which needs no bends. Atthe same time it holds the motors effectively. This structure is easy inmanufacturing and reliable in operation.

FIG. 19 demonstrates an alternaive portion of the fluid line structure.It is similar to the upper portion of FIG. 10. The straight pipes 1028and 2028 are borne in the holders 1030 and 2030 of aircraft body 1001.In the middle of the pipes are inside the separators or stoppers 1031provided. They are set fast in the pipes to prevent movement of thestoppers 1031 inside of the pipes. Ports 1032 and 1033 are set or weldedonto pipe 1028 to lead separated flows individually into or out of theright and left fluid line portions of pipe 1028. Similarly the ports1034 and 1035 are set or welded onto pipe 1029 to lead the flows offluid individually into the respective fluid line portions. Thus, wehave individual port 1032 to fluid line 3028, individual port 1033 toindividual fluid line 4028, individual port 1034 to individual fluidline 3029 and individual port 1035 to individual fluid line 4029. Again,the arrangement of of FIG. 19 is obtained by simple straight pipes andthe interior of the pipes can be effectively cleaned from remainders ofweldings or dust.

FIGS. 20 and 21 show in a larger scale the medial portion of anotherembodiment of a pipe structure of the invention. The straight pipes 1028and 1029 have again the interior divider, separator or stopper 1031individually. The ports 1032 to 1035 are provided on a medial body 1036and they serve equal purposes as in FIG. 19. The ports form againindividual and separated ports for the individual and separated fluidlines 3028, 4028 and 3029, 4029 in in fluid line pipes 1028 and 1029. Onthe outside of pipes 1028 and 1029 laterally of the medial body 1036 theholders 1037 may be fastened by bolts or other fasteners 1038 to thepipes 1028 and 1029 respectively to prevent lateral movement of themedial body 1037 on the pipes 1028, 1029.

The pipes 1028, 1029 extend through a bearing body 1040 and anotherbearing body 2040. The third pipe 1022 may also extend through thesebodies, as FIG. 21 indicates. FIGS. 20 and 21 belong together, becauseFIG. 21 is a section through FIG. 20 along the arrowed line M--M. Thebearing housings 1040 and 2040 are set around the bearing bodies 1039and 2039 respectively to bear therein the bearing bodies 1039, 2039. Theouter skins 1001 of the body of the aircraft may then be fastened to thebearing housings 1040, 2040 or additional holders 1041, 2041 may be setfrom the outside onto the body 1001 and be fastened through the bodyportions 1001 to the housings 1040, 2040 respectively by respectiverivet or bolts 1042. See hereto FIG. 21. The arrangement of theseFigures can spare welding on the medial portions of fluid line pipes1028 and 1029 or 1022. This arrangement thereby prevents disturbance anddirtying of the interiors or the medial portions of the structure pipes1018/1029 and/or 1022. Again, the straight pipes with straight axeswithout bends can be cleaned effectively inside to obtain clean fluidline portions.

FIGS. 22 and 23 demonstrate in a larger scale, approximately in the 1:1scale of a light aircraft, the outer end of a respective fluid line pipe530 of a fluid line pipe structure of the invention. The holding plate531 is welded onto the respective outer end of pipe 530 and forms theradially plane holding face 1530 on the end of the structure. Face 1530is bolted onto a respective complemantary plane face of the respectivefluid motor to set the end of the interior 534 of the pipe onto therespective port of the fluid motor. The bores 533 are extended throughthe end plate 531 to set the bolts therethrough and into the respectivethreads of the fluid motor. The end plate 531 is strengthened by ribs532 which are welded onto the plate 531 and onto the end portion of thepipe 530. The ribs 753 are also welded onto the pipe 530 as alreadyknown from others of the Figures. The strengthening holding plates 538are welded between the pipe 530 and the ribs 753 of the structure. Bythese weldings the interior face of the wall of pipe 530 becomes weldingparticles 536 inside of the pipe, which dirten the interior 536 of pipe530 and which would mix with the fluid which flows through the pipe.This dirt would then disturb the fluid motor(s) and the fluid pump(s),if the interior 534 of the pipe 530 would not be cleaned. These Figuresdemonstrate, how important it is, to build straight pipe ends andstraight pipes or pipes with maxially one bend in order to be able toclean the interiors 534 of the respective pipe(s) of the pipe structureof the invention.

FIG. 24 illustrates a pipe structure of the invention which is notwelded but entirely glued. This embodiment of the pipe structure may bemade by metal, plastic or fiber reinforced plastics. For example, thispipe structure of the invention, may be produced by carbon fibre. Thefibers are wound around a bar which is slightly tapered to form one endof a slightly bigger diameter "D" and another end of a slightly smallerdiameter "d". The fibers are then glued with the respective glue, forexample, with epoxy resin. After drying of the fiber-glue 540 the innerbar is removed in the direction of the wider portion "D" whereby thehollow pipe(s) 540 and/or 541 appear(s). The ends of the pipe(s) may bethickened by further layers 542, 543, 544 or 545 of fiber and glue inorder to obtain bigger ends for fastening of the pipe structure ontomotors, holders, bodies, pumps and the like. Diagonal ribs 546 are thenglued between pipes 540 and 541 to obtain the rigid structure of theinvention. To hold these ribs very strongly, fiber layers 549 are gluedover the rib and the respective portions of pipes 540 and 541 as shownby the directional lines of fibers 549. Strengthener plates 547 may beglued between the respective portions of the pipes and the respectiverib. These may be additionally fastend and strengthened by fiber layers539 in the direction of the lines 539. By the structure of this Figureand by the obeying of the production methode, here described, a verystrong and inside very clean pipe structure is obtained whicheffectively can be used as a fluid line pipe structure of the invention.

The pipes of the structures of the invention have been shown in theFigures as round pipes, but the pipes could also be of other crosssectional configuration, for example four cornered, six angularly sixcornered or better, with rounded corners.

FIGS. 25 to 27 demonstrate the fastening of straight pipe structures inoppositional directions to a medial block 550. Block 550 has the fluidlines and ports 551 to 554 which port into the interiors of the fluidlines 750, 751 respectively. The pipes have here again inner and outerend plates 1531 and 531 to be fastened therwith onto the medial block550 and onto the respective fluid motor 1002 or 2002. The structure hasthe diagonal ribs or other ribs 555 or 558 which may also form theholders for holding thereon the respective wing postion. FIG. 26 showsthe holder 555 with bores 556 and 557 to set bolts through the bores 556and 557 to fasten with these bolts the respective wing portion orpropeller portion on the pipe structure 750 to 752. FIG. 27 shows theinteriors 1750, 1751 of the pipes which form the ports of the ends ofthe pipes to be set onto the medial block 550 or onto the motor 1002 or2002 respectively. The bores 559 in the plates 531 or 1531 are providedto set bolts therethrough for the fastening of the end plate of therespective pipe onto the respective motor 1002, 2002 or the respectivemedial block 550.

FIGS. 28 to 30 show a pipe structure in its natural configuration asused in wings or propellers of the invention. The Figure demonstrates,that the pipes are leterally distanced from each other with distanceswhich exceed the diameters of the pipes. While in FIG. 21 the pipes areshown laterally widely distanced, this wide distance is shown only tosee the details in the Figures clearly. But actually the pipes arecloser together to find place in the wing or propeller. This is an anabout scale shown in FIGS. 28 to 30. The structure of my U.S. Pat. No.4,405,103 is thereby merely for multi propeller helicopters of theinvention, while the dimensioning of the structure of FIGS. 28 to 30 ismerely for use inside of the wing or of the propeller of the respectivecraft. Ribs, plates and pipes are similar to those of FIG. 25 or U.S.Pat. No. 4,405,103 in function and they need no repetition of thedescription here. FIG. 30 shows the location of the pipes in thesectional view of the arrowed line H--H of FIG. 28, whereby it is alsomade clear, how the ribs 753 are provided between the three pipes ofthis structure embodiment of the invention.

FIGS. 31 and 32 show another means of fastening a pipe structure of theinvention to a propeller or to an aircraft wing or to a fluid bornecraft wing. The pipe structure has plural pipes 1050 to 1054 or at leasttwo thereof. Fastener plate or bodies 555 are fastened to the pipes. Itis preferred to weld or glue them to the pipes. The fasteners 555 areprovided with bores 557, 558. The propeller or wing is formed by anupper portion 1057 and a bottom portion 1056. These upper and bottomportions have configuration portions which are complementary either tothe pipe(s) or to the fastener(s) 555. The bottom portion 1056 is ledonto the bottom of the respective fastener(s) 555, while the upperportion 1057 is led on top of the fastener(s) 555. Rivets or bolts 1054are then set through the bores 557, 558 of the fastener and throughrespective bores in the upper and bottom portions 1056 and 1057. Thebolts or rivet 1054 are then closed or fastened, whereby the pipestructure is fastened to the wing or propeller portions 1056 and 1057.Additional rivets 1055 may fasten the upper and bottom portions 1056 and1057 additionally. For further strengthening and for cleaning orsmoothening of the outer face of the wing or propeller, it is preferredto lay an outer skin 1058 around the entire assembly and to rivet orglue it together at the rear end 1059 of the wing or propeller. Suchouter skin may also be glued and may be a fiber sheet with respectivplastics like epoxy resin and the like. It is preferred to make theouter skin 1058 by a single integral sheet. The upper and bottomportions 1056 and 1057 may also be casted. They may also be fiberreinforced plastics, wood, metal or foam. The upper and bottom portionsof the wing meet in plane 2056.

FIG. 33 illustrates the same aircraft as is shown in FIG. 4, however,with slight modifications in order to show the purpose of the fluid pipestructure more clearly. FIGS. 34 to 42 show details or modifications ofportions of FIG. 33.

FIG. 33 differs from FIG. 4 mainly therein that the medial portions ofthe fluid pipe structure has no bends. The fluid pipe structure of FIG.33 goes straightly through the body 31 of the aircraft and has betweenthe straight pipe portions 44 to 47 and 49 the diagonal ribs 59 not onlyin the lateral outer portions of the structure, outside of the body 31but also in the medial portion inside of the body 31. FIG. 33 furthershows the forwardly extended bearing housings 1020 of the fluid motorswith therein providable bearings 1019 for the shafts which hold anddrive the respective propellers.

All other matters and referential numbers are known from the discussionof FIG. 4 and will here not be repeated again since the purpose of everysingle referential number of FIG. 33 can be read at the description ofFIG. 4 with its accessory FIGS. 5 to 9. The bearing housings 1020 aremore in detail shown in FIGS. 42 and 19. Very important is the medialportion of the pipe structure and this is in a larger scale illustratedin FIG. 19. Note that in the straight through delivery fluid pipesmedial stopper blocs 1031 are provided to prevent flow of fluid from oneof the fluid lines into the other. The respective connection ports forthe respective fluid lines are shown by 1032 to 1035 in FIG. 19. Theseare the ports whereto the outlets from the pump(s) are to be connected.

FIG. 40 shows one of the two fluid pipe structures inserted into thebody 31 of the aircraft but not yet fastened in the body. One sees thatthe bearing housings 30 are still remote from the body 31 but alreadyset around the pipe structure because the motors 4 and 5 are alreadymounted to the structure in this Figure. The inner bearing sleeves 29are already welded to the pipe structure. As the next step the bearings30 are bolted onto the body 31 to surround and bear the respectivebearing pivotal face of the inner bearing sleeves 29. Then, however,even if this next assembly step is done, the aircraft still has nowings. This is important, because the wings are not borne in thebearings 30 and the wings do not even meet these bearings and they alsodo not meet the body of the craft. This is more clearly explained athand of FIG. 34.

In FIG. 34 both fluid pipe structures with the fluid motors and thepropellers are mounted to the body 31 of the craft. The wings are,however, not yet mounted. For that purpose FIG. 37 is a sectional viewalong the arrowed line of FIG. 34 to show the details of the holder 66.

One sees that the holders 66 are either integral with the pipes 44,49 ofthe structure or that they are welded or glued thereto. The holders 66then have at least one bore, mostly, however, two bores 66 and twobearing faces 2222 to bear thereon respective faces of the wing portion.

FIG. 39 which is a sectional view through FIG. 35 along the arrowed linein FIG. 35, shows the support faces 3333 of the respective wing portion.These support faces are laid onto the bearing faces 2222 of the holders66 of the pipe structure. The bores 666 of the wing portion then alignto the bores 66 of the holders of the pipe structure. Respective boltsor rivets can then be set into the bores 66 and 666 to fasten therespective wing portion 24,26 etc. onto the respective pipe structure ofpipes 44 with 49, 45 with 49, 46 with 49 or 47 with 49.

FIG. 35 shows the pipe portion 24 in a longitudinal sectional view toillustrate the hollow places into which the pipe structure portion andthe motor will be located when the wing is mounted onto the pipestructure. The wing is here hatched to show it simplified. A moredetailed structure of the wing portion is given in FIG. 42 in sectionalview in a larger scale which also shows the intensity of strength of therespective portions of the wing portion.

FIG. 36 shows the wing portion 26 partially seen from above andpartially in section. FIG. 38 is a sectional view through FIG. 37 alongthe arrowed line of FIG. 37. These FIGS. 35 to 37 are provided to showthe hollow space 1038 for the pipe structure portion, the hollow space1081 for the respective motor 4 to 7, the dead hollow space 1080 and thehollow space 1082 or 4444 for the bearing housing 1020 of the respectivemotor. Seen is in these Figures also that the dead hollow space 1080which is provided to make it possible to lift the wing from the side ofthe craft over the respective pipe structure portion to fasten it on thewing portion, can be filled after the assembly by a filler 2626 whichwill also appear later in FIG. 42. Important is here, that the pipes 49also form a bearing portion by their outer face portions and these areshown as extending from the faces 2222 in FIG. 37. These outer faceportions of the pipes 49 are laid onto the support faces 4449 of thewing portion of FIG. 39. This style of arrangement is done because thepipe structure and the wing portion may be of different material withdifferent heat expansions. Therefore, the wing portion is fastened withthe smallest possible number of bolts or rivets to the pipe structure.Otherwise the wing portion is borne with its support faces 3333,4449 onthe bearing faces 2222,49 of the pipe structure. Because these facespermit a relative movement between these faces in cases of unequalelongations or shortenings of portions of the pipe structure or of therespective wing portion 24 to 27.

FIG. 40 shows the pipe structure in a slightly enlarged scale relativeto FIG. 33. FIG. 41 is a sectional view through FIG. 40 along thearrowed line in FIG. 40 and it thereby illustrates an alternativeconfiguration of the holder 66 relative to the holder 66 of FIG. 37. Theholder 66 in FIG. 41 are rather thin and they are integral with therespective pipe or rib, or, they are welded onto them.

FIG. 32 shows a portion of the holding arrangement of a pipe structureof the invention with a wing portion of the invention in a larger scalethan in the other Figures in order to make the details more bettervisible and in order to show a picture of the actual design of thisspecific embodiment. The holder 66 is here longitudinally extendedfastened to or integral with pipe 46 and additionally supported by ribs59 between pipes 49. For reduction of weight the holder is mediallyhollow. The wing portion, in this case 24, is fastened to the holder 66of the pipe structure by bolts 1071 with nuts 1072. The filler portion2626 of FIGS. 36,38 is inserted into the wing portion. The wing portionitself is in this Figure made of FPR, Fiber Reinforced Plastic, likeKevlar, Carbon Fiber and the like. It has week material filling portions(foam and the like) 1075 amd fiber strengthened portions 1076 and 1077.The weeker filling portions are widely hatched, the fiber reinforcedportions are narrowly hatched. Heat expansion permissible spaces 1073may be provided here and there to prevent any disturbances by differentheat expansions of materials in whether of different temperatures. Anouter layer 1074 may be glued over the entire wing portion after thecompletion of a part or of all of the assembly.

The cheapest pipe structure is that of steel pipes. A presently moreexpensive but lighter weight pipe structure is that of FRP, like CarbonFiber, of FIG. 24.

The system of the invention, to hold wing portions on a pipe structurewith holders and diagonal ribs is useable for certain water bornevehicle and for many types of aircraft. It is not limited to theaircraft of FIGS. 4, 33 or other aircraft of the present invention.

One of the major discoveries of the invention remains that it is verydifficult to obtain a vertical take off aircraft which carries wings atthe vertical ascent, if the presently known technologies are used. Thegas turbines are still much too expensive, the aircraft engines are tooheavy they revolve to slowly and the common pumps and motors of groundborne hydraulic machineries are too heavy and not efficient enough toget such an aircraft vertically lifted. It is therefore, required,according to this present invention to use the combination of thearrangements of the invention to reduce the weights, while at the sametime increasing the finally available power at the propellers and toincrease the efficiencies of the used power handling components of theaircraft of the invention in order to realize the aim of obtaining aneffective and inexpensive, while simple, vertical take off aircraft forthe budget of the average citizen.

It is, therefore, also in line with the present invention to use thepumps and motors of applicant's inventions and patents because they havebeen developed over thirty years intensive research and testing toobtain in smallest weight and size high speed and high pressurecapabilities with good efficiencies and to combine in single motorhousings the holding and bearing means to hold and drive propellerswhile at the same time providing the driving fluid motor. Equallyimportant are the inventor's double and four flow pumps because onlythey can guarantee equal rates of flow in all four fluid lines at highpressure, high rotary revolutions and good efficiencies.

In line with the invention is also to use the most powerful, butinexpensive and economic power plant. A sample for such power plant isgiven by the inventor's "ULTRA POWER" engine which is illustrated insectional view in FIG. 43.

FIG. 43 shows a power plant which is useable in the present invention.It has two cylinders with a double piston 4,64,104,164 reciprocating ina respective cylinder 2,62,102,162. The double pistons are connected byconnecting rods 14,114 to a crank shaft 19. This engine is a one strokeengine. It has two power strokes at every single stroke. That means thatit has four power strokes at every single revolution. A turbo chargersupplies the air or gas through entrance 30, pases it over entrances 9to the two cylinders, while a recesses 15 in the medial shaft betweenthe double piston controls the flow of the fresh air or gas into therespective cylinder. After firing and expansion stroke the used gasesflow out through outlet ports 6,66 etc. into the turbine of the turbocharger. At the same time the fresh air or gas flashes the old gases outof the respective cylinder. By this one-stroke system without valves,the engine is capable to provide at the short time of vertical take offor landing about 135 horsepower at an engine weight of less than 35kilogram.

FIG. 44 shows my mechanically operated vertical take off and landingaircraft together with the details explanaining FIGS. 45 to 49. Theheretofore best aircraft of this type is that of the earlier mentionedOLSON U.S. Pat. No. 3,181,810. Since this is the only patent in the art,it defines the art to which the present invention belongs.

The present invention belongs, consequently, to:

Aircraft, which comprise, in combination,

a body, at least one power plant, at least four propellers, at least twopairs of wing portions, a transmission between the power plant and thepropellers with the transmission leading equal portions of power fromthe power plant to the propellers whereby the transmission transfers atleast four portions of equal power and equal rate of speed individuallyeach one of the portions of power individually to one of the propellersto synchronize the rotary velocities of the four propellers to equalspeeds and forces and means to pivot the axes of the propellers and ofthe wing portions from a vertical to a horizontal direction and viceversa.

While the mentioned OLSEN patent is a beautiful design and concept, itcould work only with very powerful and expensive gas turbines becausethe many parts made the Olsen aircraft too heavy to lift off from theground with common aircraft engines. The present invention nowdiscovers, however, that such an aircraft can actually vertically takeoff and land if the means of the present invention are provided. Thus,the aircraft of the invention of FIGS. 44 to 49 uses at least one of thepower plants, preferred one of the invention, or more than one suchpower plants. It transfers the power portions over two shafts 18,18 tovertical shafts 22 and from them to wing shafts 36 to 36 and from thereto the propeller driving shafts to drive propellers 14 to 17. Betweenthe mentioned shafts are rectangular taper gears 20,21,23,32,37,38provided. The body, the pipe structure and the wing portions are similarto those of FIGS. 4 and 33. The Figures show, however, that the pipestructure pipes in the interior of the body 31 are bend to distance theaxes of the pipes farther from each other. This is required to make a 90degree pivotal movement of the wing portions from vertical to horizontaland vice versa possible. If this provision would not be applied thevertical shafts would prevent such pivotal movement or restrict it toless than 90 degrees. See the different distances of the axes of thepipes in FIGS. 45 and 47. FIG. 45 shows the wings in vertical position,while FIG. 46 shows them in horizontal position. See, that verticalshaft 22 is once close to pipe 61, but at the other Figure close to pipe60. FIG. 47 shows the pipe structure in the wing portion with theshorter distance between the axes of the pipes. FIG. 49 shows thegearings on the vertical shaft 22, while the gearing inside of the wingis shown in FIG. 44 left portion. FIG. 48 shows the gear 12 betweengears 45 and 13 to revolve shaft 19 in the opposed rotary directionrelative to shaft 18. The power plants are shown by 1 and 2.

While the system is correct, as that of Olsen was, the detailed studiesof the present invention brought to light, that the engine must run inexcess of 6000 rpm at the vertical take off and the wings must be builtin combination of the pipe structures of the present invention to becomelight and strong enough. Further, the revolving shafts of thetransmission should be pipes with inside diameters of about 70 percentof the outside diameters of the pipes. That saves weight. The shafts ofthe Olsen patent are too heavy to lift the aircraft with inexpensive andeconomic power plants. The pipe structure of the invention must be usedto reduce the weight of the wings while at the same time making themstrong enough. And, further, according to the present invention, thepipe structure of the invention provides the holding of the bearingmeans in the gear housings 4 to 7 to bear the respective ends of theshafts in the wing portions. The pipe structure must have the diagonalribs to obtain the required strength as already explained at FIGS. 4 and33. Of interest is, that the taper gears weigh much more than thehydraulic pumps and motors of the other Figures of the invention. Themechanically geared aircraft of FIG. 44 is therefore considerably moreheavy than that of the hydraulically geared craft of FIGS. 4 and 33. Thereason is commonly not known, but the reason is a very important one. Inmechanical gears there are line connections or line touches whichtransfer the power. But in the inventor's pumps and motors clear andextended faces transfer the power. Faces can bear and transfer greaterforces than lines can do it. Consequently, a mechanically operated gearwill commonly be heavier than a hydraulically operated transmission withthe inventor's pumps and motors. The mechanically geared craft of FIG.44 can make the heavyer weight good by obtaining a higher transmissionefficiency for the "Ft1" factor of the invention. Such higher efficiencyis, however, immediately lost, if the shafts and gears run in too muchoil. Becaue they cause planshing there if they run in too much oil. Theefficiencies of the ball or roller bearings and those of the gearsreduce at the high speeds in the aircraft of the invention by 15 to 35percent, if they run in oil instead of running in oil vapor. Since theheavy gears are unavoidable for the required power which is to betransmitted, the invention makes that good by using the pipes of thegiven diameters as shafts and by using the pipe structure with the thinwalls of the pipes in combination with the diagonal ribs. Details ofweights are given earlier. A 70% inner diameter of outer diameter pipereduces the weight by about 50 percent compared to a full shaft but itmaintains about 75 percent of torque transfer capability respective to afull shaft. Thereby the system of the invention saves about fiftypercent weight of the shafts of the gears.

Regarding FIG. 44 it may be noted that the diagonal ribs between thepipes 59,60,61, are cited by referential 58. These ribs are diagonallydirected relative to the pipes of the structure but some of the ribs 58may also be perpendicualr to the axes of the pipes 59 to 61 of the pipestructure. The medial portion of the pipe structure, namely the portioninside of the body 31 of the aircraft, which has the wider distances ofthe axes of the pipes from each other, is cited by pre digits 11 as pipestructure portions 1159,1160 and 1161. Instead of providing 3 pipes,there may be four pipes per structure. An independend shaft 1180 and asecond independend shaft 2080 may be extended through the hollow driveshaft 34 or 35, respectively, of the front wing portions to operate theailerons 77 by respective connectors 1083 which can be borne on fingers1082 which are radially distanced by the eccentricity 1084 from the axisof the respective independend shaft 1080 or 2080. More details thereofare found in the following Figures.

FIG. 50 shows a portion of FIG. 44. It explaines in detail that the gearshafts must be borne in respective bearings and how the parts areassembled or located relative to each other. The shaft 34 is shown to bea pipe of an inner diameter corresponding substantially to about 70percent of the outer diameter of the shaft. On the outer end the shaft34 is borne in bearing 1086 in bearing housing 5. On the inner end theshaft 34 is borne in bearing 1089. Bearing 1089 is borne in the pipestructure or in the inner bearing sleeve 29. The bearing 1086 is bornein the pipe structure 59,60,61, in the base plate 1087, or in therespective gear housing 4,5,6 or 7. The holding members 66 for fasteningthereon the respective wing portion 24 to 27 are also shown. Gear shaft34 is partially shown in sectional view to make it visible that theindependend shaft 1080 is located in shaft 34 while a respectiveindependend shaft 2080 may be provided inside of gear shaft 35. Therespective independend shaft is borne in bearings 1090 and 1084 whereofbearing 1090 is provided in a holding member 1091 of the inner pipestructure 1159,1160,1161, while the bearing 1084 is preferred to beborne in a portion of the gear housing 4,5,6 or 7. The respectiveindependend shaft 1080 or 2080 extends out of housing 4,5,6,7 to holdthere a member 1081 which carries the finger 1082 with the eccentriclocation 1083 for the bearing of the respective connector to therespective aileron 77. On the inner ends the independend shafts1080,2080 have respective taper gears 1092 or 1093 which mesh into acommon taper gear 1094. Gear 1094 has a shaft provided with thecontroller 1095 for the control and operation of the ailerons 77. A turnof the controller 1095 will incline the ailerons in opposite direction,since gear 1094 revolves or pivots gears 1092 and 1093 in oppositerotary directions. In this Figure are further members shown which arealready known from FIG. 44, for example, housing 5, gears 37,38,32 and23. The propeller driving shaft 1115 is borne in bearing 1085, may beborne in a further front bearing as described in earlier Figures andcarries on its rear end the gear 38. The pipes of the pipe structureoutside of the body 31 of the aircraft are shown by 59,60,61 with ribs58 therebetween and the pipes of the inner portion of the structureinside of housing 31 are shown by 1159,1160 and 1161. This Figure showsalso, that the pipes may be inserted into the inner sleeve 29 and bewelded thereto with the inner pipes on a greater radial distance fromthe axis of bearing sleeve 29 than the outer pipes. Similar arrangementsas in FIG. 50 for the right front wing portion 25 are also provided forthe other wing portions 24,26 and 27.

FIG. 51 is a sectional view through FIG. 50 along the arrowed line inFIG. 50. While in FIG. 50 the wing portion is not assembled, in FIG. 51it is shown as assembled. Since the gear 38 must be of a diameter ofabout 200 mm or more to be able to transmitt about 50 horsepower, it hasa bigger diameter than the fluid motor of the Eickmann systems.Consequently, the bearing housings 4,5,6,7 have bigger diameters thanthe fluid motors 4,5,6,7 of the earlier Figures, like FIG. 4 or 33. Thatresults therein that the respective wing portion 25 gets a thick portion1101 around the respective gear housing, f.e. 5. The Figure shows therespective strong outer layers of the wing portion as far as they showthe thickended portion around the gear housing by 1101. The inner weekerlayers are shown by 1100 and may be laid around the inner members orparts and may touch their outer faces to bear thereon. The configurationis shown additionally in FIG. 53.

FIG. 53 is the sectional view through FIG. 51 along the arrowed line inFIG. 51. It is seen in this Figure how the thickened portion 1101extends from the wing portion 25. The stronger outer layers of the wingportion are hatched in FIGS. 51 and 52. FIG. 53 illustrates also theconfiguration of the base plate 1087 of the pipe structure's outer endand one sees in FIGS. 53 and 50 the bolts 1088 with which the bearinghousing 5,4,6 or 7 is fastened to the pipe structure. Seen is also thatthe base plate is not circular in order to save weight.

FIG. 52 shows the pipe structure portions in cross section combined in asingle FIGURE taken along the arrowed lines AA and BB of FIG. 50 inorder to show the different distances of the axes of the inner and outerpipe portions 59,60,61 and 1159,1160,1161 from each other. The ribs 58are also shown in the Figure and so are the shafts 34 and 1080.

FIGS. 54 and 55 are cross sectional Figures along the arrowed line ofthe other of the Figures relative to each other. These Figuresillustrate the requirement that a one way clutch and the other rotarydirection free wheeling arrangement must be provided to at least onegear of each power plant or transmission portion if more than one powerplant is (are) provided in the respective aircraft, for example, asshown by power plants 1 and 2 in FIG. 44. The arrangement of FIGS. 54and 55 must be done, for example, to shaft 18 and to shaft 19 or to arespective other shaft of the respective gear portion which carries thepower of one of the engines 1 or 2. The one way clutch, other directionfree wheeling, arrangement of these Figures is required in order thatone of the power plants can run faster than the other, for example, ifone of the power plants is set to rest or fails to operate with equalpower relative to the other power plant or power plants. Thus, betweenshaft 18 and gear 3 of these Figures the free wheeling and clutchingmembers 1096 are provided. The gear 3 has an inner face 1099 which maybe the inner face of a cylinder. Shaft 18 has a specificallyconfigurated outer face with inclined face portions 1098. If the shaft18 revolves clockwise in FIG. 55, the inclined face portions 1098 engagethe members (rollers) 1096 and press them against the inner face 1099 ofgear 3 to clutch thereon and drive gear 3 in unison with shaft 18. Ifthe shaft 18 revolves anti clockwise or the gear 3 revolves clockwisewith a higher rotary speed than shaft 18, the members 1096 are rolledinto the wider clearance portions of the inclined face portions 1098 todisengage the members 1096 from the inner face 1099 of gear 3. Gear 3 isthen free wheeling relative to shaft 18 or shaft 18 wheels free relativeto gear 3. Gear 3 has the gear teeth 1097 as shown in a portion of FIG.55.

More details of the preferred embodiments and of the objects of theinvention may become apparent from the appended claims. The claims whichare enclosed and follow herafter, are therefore considered to be aportion of the description of the invention and of the preferredembodiments.

What is claimed is:
 1. An aircraft, which comprises, in combination,abody, at least one power plant, at least four propellers, at least twopairs of wing portions, a transmission between said power plant and saidpropellers with said transmission leading equal portions of power fromsaid power plant to said propellers, whereby said transmission transfersat least four portions of equal power and rate of speed individuallyeach one of said portions of power individually to one of saidpropellers to synchronize the rotary velocities of said four propellersto equal speeds and forces arrangements to pivot the axes of saidpropellers and of said wing portions from vertical to horizontal andvice versa in unison and and improvement, wherein said improvementcomprises, in combination, arrangements in said power plant and in saidtransmission, wherein said power plant revolves an output shaft inexcess of three thousand revolutions per minute, wherein saidtransmission includes a horizontal shaft in said body with a firsttapered gear, one front first gear and a rear first gear on therespective end of said shaft, wherein a vertical shaft with second andthird tapered gears on its ends is provided in said body, wherein alateral shaft with fourth and fifth tapered gears on its end is providedlaterally extending from said body and extending into a wing portion ofsaid wing portions, wherein a propeller driving shaft is provided with asixth tapered gear in said wing portion and with holding means to hold apropeller, wherein said first gear engages and meshes with said secondgear, said third gear engages and meshes with said fourth gear, saidfurth gear engages and meshes with said fifth gear and said fifth gearengages and meshes with said sixth gear, wherein said propeller drivingshaft is borne in bearings and carries said propeller to revolve saidpropeller, wherein said transmission includes a second horizontal shaftwith gears complementary to said gears of said first shaft, wherein fourof said horizontal shaft, four of said lateral shafts and four of saidpropeller driving shafts are provided each with gears equal andcomplementary to said described gears, whereby said four propellerdriving shafts engage and drive said four propellers over said shaftsand gears, and wherein a pair of pipe structures is pivotably providedin said body, while each of said structures consists of at least threesubstantially parallel pipes which carry inner and outer bearings withsaid structures provided with holders to hold said wing portions, andwherein said lateral shaft is provided between portions of said pipes ofsaid structures while said lateral shaft is borne in said inner andouter bearings.
 2. The aircraft of claim 1,wherein every singlestructure of said pair of pipe structures has a medial portion inside ofsaid body between outer portions laterally outside of said body, and,wherein the pipe portions of said medial portion are wider distancedfrom each other than the pipes of said outer portions of said pipestructure.
 3. The aircraft of claim 2,wherein said third gear isprovided between said pipes of said medial portion of said pipestructure.
 4. The aircraft of claim 1,wherein said lateral shaft ishollow, and, wherein an independent shaft is located in and extendedthrough said lateral shaft.
 5. The aircraft of claim 4,wherein saidindependent shaft is provided with connections to ailerons which areprovided on a respective portion of said wing portions and to acontroller for the operation of said ailerons.
 6. The aircraft of claim1,wherein said shafts are pipes with an inner diameter which issubstantially about 70 percent of the outer diameter of the respectiveshaft.